On Wed, 16 Feb 2005, Colin McKenzie wrote:

There are endless options, and I think a wholesale reorganisation of
services might be beneficial, because
- the area needs north-south rail services
- the line parallel to the Central line is ridiculously under-used
- passengers beyond Northolt are not best served by an all-stations
service
- The Ealing Broadway Central Line branch will lose most of its
passengers to Crossrail

I'm thinking maybe a much enhanced Chiltern service from the Ruislips,
and new Central Line branches closer in: West Ealing via Castlebar Park,
and maybe something heading north into Park Royal.

How about killing the Chiltern services to everywhere inward of Denham (or
perhaps West Ruislip, for interchange), so that the services left can run
fast all the way into Marylebone, and then speeding up the Central Line's
services from these outer stations by taking over the GW Perivale line run
some trains fast, say from Greenford to East Acton (via new links at both
stations), possibly with a stop at Park Royal. Essentially, you have the
Central running inner suburban and 'middle suburban' services.

tom

--
dream warrior, sun dancer

"Tom Anderson" wrote in message
...

How about killing the Chiltern services to everywhere inward of Denham (or
perhaps West Ruislip, for interchange), so that the services left can run
fast all the way into Marylebone, and then speeding up the Central Line's
services from these outer stations by taking over the GW Perivale line run
some trains fast, say from Greenford to East Acton (via new links at both
stations), possibly with a stop at Park Royal. Essentially, you have the
Central running inner suburban and 'middle suburban' services.

And how would the freight trains that use the Greenford loop and the ex-GW
main line to get to the Chiltern route then do so?

"Tom Anderson" wrote in message
...

How about killing the Chiltern services to everywhere inward
of Denham (or perhaps West Ruislip, for interchange),
so that the services left can run fast all the way into Marylebone,

What about Northolt Park and Wembley Stadium?

--
John Rowland - Spamtrapped
Transport Plans for the London Area, updated 2001
http://www.geocities.com/Athens/Acro...69/tpftla.html
A man's vehicle is a symbol of his manhood.
That's why my vehicle's the Piccadilly Line -
It's the size of a county and it comes every two and a half minutes

Adrian Auer-Hudson wrote:


Operationally converting the branch to be a Central Line extension
makes sense. The question is: Would the construction costs be
justified?

Adrian.


How about there being NO tube or rail service between Greenford and
West Ealing whatsoever...it could become a branch of the West London
tram! Trams from Shepherds Bush run to West Ealing, and connect to the
current GW Greenford branch via a new flyover west of the station. More
people would use this as there would be more than 2 trams an hour
making it quicker than using the bus or the central line service via
North Acton.

wrote:
Adrian Auer-Hudson wrote:


Operationally converting the branch to be a Central Line extension
makes sense. The question is: Would the construction costs be
justified?

Adrian.



How about there being NO tube or rail service between Greenford and
West Ealing whatsoever...it could become a branch of the West London
tram! Trams from Shepherds Bush run to West Ealing, and connect to the
current GW Greenford branch via a new flyover west of the station. More
people would use this as there would be more than 2 trams an hour
making it quicker than using the bus or the central line service via
North Acton.

Hey, I suggested that first :-P

Actually LT suggested investigating the possibility of an intermediate
mode on the Greenford branch in 1995 but John Rowland said it was
rejected for the West London Tram project.

--
Dave Arquati
Imperial College, SW7
www.alwaystouchout.com - Transport projects in London

wrote in message
oups.com...

How about there being NO tube or rail service between Greenford and
West Ealing whatsoever...it could become a branch of the West London
tram!

How much use is made of the West Ealing - Greenford line by freight, or ecs
workings (e.g to turn), and is this use sufficient to preclude conversion to
tube or tram? One of the oddest uses of the line was around 1967 when the
Stirling to Newhaven Motorail used it northbound, and the Newhaven to
Stirling used it southbound. (The Motorail came up the MML then via Dudding
Hill, Acton Wells, Acton Main Line, Drayton Green, Park Royal, Old Oak
Common, the WLL and the Brighton Main Line).

Peter

"Peter Masson" wrote in message
...

How much use is made of the West Ealing - Greenford line by freight, or
ecs
workings (e.g to turn), and is this use sufficient to preclude conversion
to
tube or tram?

OTOH the line is so short, so why not retain one bidirectional line for
heavy rail and convert the other for bidirectional light rail use?

Another hare-brained scheme
Build a dual tunnel from Limehouse to Marylebone, get rid of the
Renwick Road (Barking) and the Canary Wharf Northern Access traffic
lights (pretty pointless), and also grade-separate Gypsy Corner and the
A4000 junction.

Hey presto - a nice non-stop drive from Barking to Greenford
/another hare-brained scheme

Further to the whole Greenford thing, I totally forgot that the
Greenford branch may *not* lose all its passengers if it is cut back to
West Ealing for Crossrail, as Crossrail proposes that the frequency of
the branch is doubled to 4tph (making connections to Crossrail at West
Ealing). There would be cross-platform interchange from a bay platform
for Greenford trains to eastbound Crossrail trains.

Journey times from Greenford to Liverpool Street would be marginally
quicker via Crossrail than via the Central line (35 mins vs. 38 mins).


--
Dave Arquati
Imperial College, SW7
www.alwaystouchout.com - Transport projects in London

Dave Arquati wrote:
Further to the whole Greenford thing, I totally forgot that the
Greenford branch may *not* lose all its passengers if it is cut
back to West Ealing for Crossrail, as Crossrail proposes that the
frequency of the branch is doubled to 4tph (making connections to
Crossrail at West Ealing). There would be cross-platform interchange
from a bay platform for Greenford trains to eastbound Crossrail
trains.

Journey times from Greenford to Liverpool Street would be marginally
quicker via Crossrail than via the Central line (35 mins vs. 38
mins).

How much faster would journey times be from a hypothetical Crossrail
station at North Acton and/or Park Royal instead of the companion LU
station?

I was at North Acton today and could see just how absurdly easy it
would be to dig out the northern edge of the cutting, reinstate double
track and build a pair of side platforms, with stairwell interchange at
North Acton. You could even get a set of lifts to the Central Line
platforms without any major issues...