Clive D. W. Feather wrote:
In article .com,
Adrian Auer-Hudson writes
1. Turning crossrail trains back @ Paddington is just crazy when
there
is a lack of capacity in the mainline station.

Capacity in the mainline station won't be involved. The trains will
"tip
out" at the new Crossrail island platform, run forward to a siding
between the tracks around Royal Oak, then back into service on the
other
side of the same island platform. They never go near (except
vertically)
the main terminus.

I'm told that the sidings will be authorised for passenger use so
that
there's no need to search the terminating trains by hand. This is
necessary to provide the capacity.

--
Clive D.W. Feather | Home:
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Clive,

The point I endeavor to make is: Paddington mainline is at capacity.
So, why are we not planning to extend all crossrail trains out into the
western suburbs? In doing so, crossrail trains replace current
terminating paths on the GW relief lines. By which method maximum
capacity is freed up in the terminus.

Adrian.

What would it take to make at least one of these, GC and Piccadilly
Line, pairs into an interchange station?

Adrian.

Adrian Auer-Hudson wrote:
What would it take to make at least one of these, GC and Piccadilly
Line, pairs into an interchange station?

Adrian.

Moving Sudbury Hill Piccadilly and Sudbury Hill Chiltern. Somewhere
south of South Harrow, I believe one can actually see the Chiltern main
line from the Piccadilly Line.

In message
Tom Anderson wrote:

On Sun, 20 Feb 2005, John Rowland wrote:

"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?

Ah, i forgot about Northolt Park. Wembley Stadium could perhaps only be
served on match days (or other days when there's a major event at
Wembley), but yes, you'd need to stop at Northolt Park.


Count the number of days when there isn't a major event at Wembley. Remember
it is not just the football ground that is served by that station, there are
4(?) exhibition halls, the Conference Centre and the Arena as well.

--
Graeme Wall
This address is not read, substitute trains for rail.
Transport Miscellany at http://www.greywall.demon.co.uk/rail/index.html

Adrian Auer-Hudson wrote:
What would it take to make at least one of these, GC and Piccadilly
Line, pairs into an interchange station?

It would be far too expensive to be worthwhile, when interchange between
Chiltern and Central lines at West Ruislip provides access to the same
general corridor.

Marketing and information provision would probably improve the current
situation cost-effectively. The two stations (Sudbury Hill, Piccadilly
and Sudbury Hill Harrow, Chiltern) are as close as the Central and
Piccadilly platforms will be at Park Royal (i.e. not ideal but not worth
moving one of the stations).

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

On Mon, 21 Feb 2005 16:39:55 +0000, Dave Arquati wrote:

Marketing and information provision would probably improve the current
situation cost-effectively. The two stations (Sudbury Hill, Piccadilly
and Sudbury Hill Harrow, Chiltern) are as close as the Central and
Piccadilly platforms will be at Park Royal (i.e. not ideal but not worth
moving one of the stations).

Just out of interest, is it known how close the Silverlink Shepherd's
Bush station will be to the one on the Central Line?
--
http://gallery120232.fotopic.net/p10862735.html
(a train on the Hythe Pier Railway, Hampshire in 1998)

Chris Tolley wrote:
On Mon, 21 Feb 2005 16:39:55 +0000, Dave Arquati wrote:


Marketing and information provision would probably improve the current
situation cost-effectively. The two stations (Sudbury Hill, Piccadilly
and Sudbury Hill Harrow, Chiltern) are as close as the Central and
Piccadilly platforms will be at Park Royal (i.e. not ideal but not worth
moving one of the stations).


Just out of interest, is it known how close the Silverlink Shepherd's
Bush station will be to the one on the Central Line?

Pretty close. The bus terminus / possible tram terminus will be in
between the two stations.

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

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