Well, the walk was an easy one. The stations on the line (esp Watford High
Street) look pretty dismal though.

Indeed. I've often paid extra to goto Watford J instead (and walked back to
town) in order to avoid WHS. This station had "Paddington" spray-painted onto
one of its outer walls for twenty years, before someone managed to clean it off !

Richard [in PE12]

asdf wrote:

Incidentally, it was mentioned in uk.railway the other day that TfL
plan to restore the Bakerloo service to Watford Junction in 2010.

When was the Bakerloo service to Watford J ended ? 1982 wasn't it ?

Is there really any market for an all-stations from Elephant and Castle
to Watford Junction ? It seems a heck of a long way for a local service.
Wouldn't it be quicker to go from anywhere from Regent's Park to E+C
to Euston by conventional means, and then get the fast service from Euston ?

Richard [in PE12]

On Mon, 5 Dec 2005 12:52:45 +0000 (UTC), marcb
wrote:

Well, the walk was an easy one. The stations on the line (esp Watford High
Street) look pretty dismal though.

I wonder if Silverlink not doing anything to make their
trains/stations more attractive is because the trains are already
crammed in the peaks, so there's no point doing anything that might
draw more passengers?

Incidentally, it was mentioned in uk.railway the other day that TfL
plan to restore the Bakerloo service to Watford Junction in 2010.
Service will be 6tph, with the extra trains required being provided by
'67 stock coming off the Vic. So expect station improvements around
then. (No word on what will happen to the Euston service, but at a
guess it will be cut back to peak hours only if not axed completely.)

On Mon, 05 Dec 2005 14:44:46 +0000, asdf
wrote:

On Mon, 5 Dec 2005 12:52:45 +0000 (UTC), marcb
wrote:

Well, the walk was an easy one. The stations on the line (esp Watford High
Street) look pretty dismal though.

I wonder if Silverlink not doing anything to make their
trains/stations more attractive is because the trains are already
crammed in the peaks, so there's no point doing anything that might
draw more passengers?

I think there are a couple of other issues - one is that they have only
a short time left on the franchise. The second is that I suspect the
current franchise did not fund any sort of substantial improvement to
what are really very big and old station structures which are way out of
proportion to the use made of them. Finally what improvements there have
been have been funded by TfL so if you can raid someone else's piggy
bank you're not going to spend your own cash when you can give to the
shareholders.

Incidentally, it was mentioned in uk.railway the other day that TfL
plan to restore the Bakerloo service to Watford Junction in 2010.
Service will be 6tph, with the extra trains required being provided by
'67 stock coming off the Vic. So expect station improvements around
then. (No word on what will happen to the Euston service, but at a
guess it will be cut back to peak hours only if not axed completely.)

This is in the latest Modern Railways and is tied in with TfL being
given the Silverlink Metro franchise to manage by the DfT. If DfT agree
I think you will see a lot of interesting things emerging. The envisaged
eventual service pattern across the WLL, NLL and GOBLIN is most
intriguing.
--
Paul C


Admits to working for London Underground!

"Paul Corfield" wrote in message
...

This is in the latest Modern Railways and is tied
in with TfL being given the Silverlink Metro franchise
to manage by the DfT. If DfT agree I think you will
see a lot of interesting things emerging. The
envisaged eventual service pattern across
the WLL, NLL and GOBLIN is most intriguing.

What did they suggest, and where did the suggestion emerge from?

--
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

John Rowland wrote:
"Paul Corfield" wrote in message
This is in the latest Modern Railways and is tied
in with TfL being given the Silverlink Metro franchise
to manage by the DfT. If DfT agree I think you will
see a lot of interesting things emerging. The
envisaged eventual service pattern across
the WLL, NLL and GOBLIN is most intriguing.

What did they suggest, and where did the suggestion emerge from?

- 4tph Richmond to Stratford via NLL and Clapham Junction and 4tph
Clapham Junction to Stratford via WLL and NLL; 8tph between Kensal Rise
and Stratford
- removal of 9'6" freight from the NLL by upgrading alternate routes
- OHLE on the GoBLin, allowing through electric freight services from
the LT&SR to the WCML
- 6tph Bakerloo service to Watford Junction

The resulting service pattern is hoped to be:

4tph Richmond to Stratford
4tph Clapham Junction to Stratford
2tph Queens Park to Stratford via Primrose Hill and Camden Road
2tph Clapham Junction to Barking
6tph Queens Park to Watford Junction

yielding 10tph between Willesden Junction and Stratford, with 2tph
turning left at Gospel Oak and 2tph merging from the right at Camden
Road. Throw in a reopened Primrose Hill NLR, a reopened Tufnell Park
NLR, a reopened York Way NLR, a _sensible_ re-zoning in the Hampstead
area and TfL London Rail would be sitting on a high-capacity
diversionary route that provides onward links between the GWML, WCML
and SW Reading lines and the MML, ECML, GEML and Stratford City,
without going through Zone 1.

My question though is how they're going to fit 10tph, some of it
longish electric through freight, on the Gospel Oak - Willesden
corridor? That section was never blessed with four-tracking...

(Info taken from "All change at Silverlink Metro", Modern Railways,
December 2005).

In article eranews.com,
Endymion Ponsonby-Withermoor III wrote:

Indeed. I've often paid extra to goto Watford J instead (and walked back to
town) in order to avoid WHS. This station had "Paddington" spray-painted onto
one of its outer walls for twenty years, before someone managed to clean
it off !

Obviously one of the Master's more outlying works ...

Nick
--
http://www.leverton.org/ ... So express yourself

"TheOneKEA" wrote in message
oups.com...
John Rowland wrote:
"Paul Corfield" wrote in message
This is in the latest Modern Railways and is tied
in with TfL being given the Silverlink Metro franchise
to manage by the DfT. If DfT agree I think you will
see a lot of interesting things emerging. The
envisaged eventual service pattern across
the WLL, NLL and GOBLIN is most intriguing.

What did they suggest, and where did the suggestion emerge from?

- 4tph Richmond to Stratford via NLL and Clapham Junction and 4tph
Clapham Junction to Stratford via WLL and NLL; 8tph between Kensal
Rise
and Stratford
- removal of 9'6" freight from the NLL by upgrading alternate routes
- OHLE on the GoBLin, allowing through electric freight services
from
the LT&SR to the WCML
- 6tph Bakerloo service to Watford Junction

The resulting service pattern is hoped to be:

4tph Richmond to Stratford
4tph Clapham Junction to Stratford
2tph Queens Park to Stratford via Primrose Hill and Camden Road
2tph Clapham Junction to Barking
6tph Queens Park to Watford Junction


I think you've made a typo here.... I've just had a look at the
article in Modern Railways, and it only has 2tph running Clapham
Junction to Stratford, therefore giving 8tph from Willesden Junction
to Stratford, not 10.

In article .com,
(TheOneKEA) wrote:

John Rowland wrote:
"Paul Corfield" wrote in message
This is in the latest Modern Railways and is tied
in with TfL being given the Silverlink Metro franchise
to manage by the DfT. If DfT agree I think you will
see a lot of interesting things emerging. The
envisaged eventual service pattern across
the WLL, NLL and GOBLIN is most intriguing.

What did they suggest, and where did the suggestion emerge from?

- 4tph Richmond to Stratford via NLL and Clapham Junction and 4tph
Clapham Junction to Stratford via WLL and NLL; 8tph between Kensal
Rise and Stratford
- removal of 9'6" freight from the NLL by upgrading alternate routes
- OHLE on the GoBLin, allowing through electric freight services from
the LT&SR to the WCML
- 6tph Bakerloo service to Watford Junction

The resulting service pattern is hoped to be:

4tph Richmond to Stratford
4tph Clapham Junction to Stratford
2tph Queens Park to Stratford via Primrose Hill and Camden Road
2tph Clapham Junction to Barking
6tph Queens Park to Watford Junction

yielding 10tph between Willesden Junction and Stratford, with 2tph
turning left at Gospel Oak and 2tph merging from the right at Camden
Road. Throw in a reopened Primrose Hill NLR, a reopened Tufnell Park
NLR, a reopened York Way NLR, a _sensible_ re-zoning in the Hampstead
area and TfL London Rail would be sitting on a high-capacity
diversionary route that provides onward links between the GWML, WCML
and SW Reading lines and the MML, ECML, GEML and Stratford City,
without going through Zone 1.

My question though is how they're going to fit 10tph, some of it
longish electric through freight, on the Gospel Oak - Willesden
corridor? That section was never blessed with four-tracking...

(Info taken from "All change at Silverlink Metro", Modern Railways,
December 2005).

5000 extra lorries on the A14 past Cambridge. :-(((

--
Colin Rosenstiel

Colin Rosenstiel wrote:
In article .com,
(TheOneKEA) wrote:

John Rowland wrote:
"Paul Corfield" wrote in message
This is in the latest Modern Railways and is tied
in with TfL being given the Silverlink Metro franchise
to manage by the DfT. If DfT agree I think you will
see a lot of interesting things emerging. The
envisaged eventual service pattern across
the WLL, NLL and GOBLIN is most intriguing.

What did they suggest, and where did the suggestion emerge from?

- 4tph Richmond to Stratford via NLL and Clapham Junction and 4tph
Clapham Junction to Stratford via WLL and NLL; 8tph between Kensal
Rise and Stratford
- removal of 9'6" freight from the NLL by upgrading alternate routes
- OHLE on the GoBLin, allowing through electric freight services from
the LT&SR to the WCML
- 6tph Bakerloo service to Watford Junction

The resulting service pattern is hoped to be:

4tph Richmond to Stratford
4tph Clapham Junction to Stratford
2tph Queens Park to Stratford via Primrose Hill and Camden Road
2tph Clapham Junction to Barking
6tph Queens Park to Watford Junction

yielding 10tph between Willesden Junction and Stratford, with 2tph
turning left at Gospel Oak and 2tph merging from the right at Camden
Road. Throw in a reopened Primrose Hill NLR, a reopened Tufnell Park
NLR, a reopened York Way NLR, a _sensible_ re-zoning in the Hampstead
area and TfL London Rail would be sitting on a high-capacity
diversionary route that provides onward links between the GWML, WCML
and SW Reading lines and the MML, ECML, GEML and Stratford City,
without going through Zone 1.

My question though is how they're going to fit 10tph, some of it
longish electric through freight, on the Gospel Oak - Willesden
corridor? That section was never blessed with four-tracking...

(Info taken from "All change at Silverlink Metro", Modern Railways,
December 2005).

5000 extra lorries on the A14 past Cambridge. :-(((

5000 per what period of time? And why does that follow from the
previous post?
--
Richard J.
(to e-mail me, swap uk and yon in address)