THC wrote:
As the Croxley Rail Link is not just about the good people of Watford
and Hertfordshire (despite what you think) TfL have committed to pay
about £19 million in contribution to reflect the wider social and
economic benefits of this scheme to Londoners. The quicker this scheme
is sanctioned the better. It is an excellent chance for radically
improving rail connectivity for the whole of north west London at an
affordable enough price.

The biggest advantage is the creation of a second link between the
metropolitan centres of Harrow and Watford via the Metropolitan Line -
the existing link via the DC lines, while undoubtedly adequate, doesn't
have the same capacity that the four-track Met Main does.


It would only enhance the business case were Chiltern to take interest
in this scheme - direct Aylesbury North - Watford Junction services
(via Watford North Curve) anyone?

Everybody keeps bringing this up, and yet so far no one knows if
Chiltern really is interested in this or not. Considering that
northward links from Aylesbury to Bletchley, Milton Keynes and Bedford
seem unlikely to ever take place, strengthening the town's existing
links to the south could be very beneficial.

Besides, Aylesbury North to Watford Junction seems like a no-brainer of
a service to run anyway - it creates capacity on the outer stretches of
the Met without having to go into the city and it provides a fast link
from south Bucks to the WCML without requiring passengers to drive to
MKC or go all the way into Euston.

On 23 Feb 2006 06:55:18 -0800, "TheOneKEA"
wrote:

The biggest advantage is the creation of a second link between the
metropolitan centres of Harrow and Watford via the Metropolitan Line -
the existing link via the DC lines, while undoubtedly adequate, [...]

I wouldn't say it's all that adequate - the Met station at Harrow is
right in the town centre, whereas the nearest DC line stations (at
Kenton and Harrow & Wealdstone) are a good 15-20 mins walk away.

northward links from Aylesbury to Bletchley, Milton Keynes and
Bedford
seem unlikely to ever take place
Really? I'd have thought there was a decent chance - there is a huge
amount of new housing going into this area, and thus funding for
transport projects. People have wondered if Chiltern are interested in
operating certain services - but they can be required to, as part of
the franchise renewal process.

Chiltern's franchise was renewed for a 20-year term in February 2002
when the late great Sir Alastair Morton was in charge at the SRA - they
were the only company to secure one of that length and so are sitting
pretty for some time to come. There may have been a five-year break
clause but I recall reading that this is conditional only on poor
performance, therefore unlikely to be invoked.

I also remember that the heads of agreement for this particular
refranchise contained proposals for an M1/M6 parkway and a reopened
portion of the Great Central to serve it. And a new/relaid line from
Princes Risborough to Oxford. That kind of vision in a franchise bid
seems so far away now.

THC

wrote:
northward links from Aylesbury to Bletchley, Milton Keynes and
Bedford
seem unlikely to ever take place
Really? I'd have thought there was a decent chance - there is a huge
amount of new housing going into this area, and thus funding for
transport projects. People have wondered if Chiltern are interested in
operating certain services - but they can be required to, as part of
the franchise renewal process.

There have been at least two mega-threads on the topic, mostly
revolving around the restoration of passenger services on the Met&GC
Joint to Quainton Road, the Great Central main line to Calvert and the
LNWR cross-country line from Claydon LN&E Junction to Bletchley,
providing a through route from Aylesbury to Bletchley via Quainton.
Those Who Know have repeatedly stated that despite rammed roads, poor
bus links and increased housing, the restoration of the rail link Will
Not Happen until someone can get enough money together to convince the
DfT that the restoration of the route is viable.

On Thu, 23 Feb 2006 18:04:03 +0000, asdf
wrote:

On 23 Feb 2006 06:55:18 -0800, "TheOneKEA"
wrote:

The biggest advantage is the creation of a second link between the
metropolitan centres of Harrow and Watford via the Metropolitan Line -
the existing link via the DC lines, while undoubtedly adequate, [...]

I wouldn't say it's all that adequate - the Met station at Harrow is
right in the town centre,
It isn't, it's in the main shopping area in Greenhill. The town centre
is on top of the hill.

whereas the nearest DC line stations (at
Kenton and Harrow & Wealdstone) are a good 15-20 mins walk away.

Possibly longer once you've waited to get past various road junctions.
--
_______
+---------------------------------------------------+ |\\ //|
| Charles Ellson: | | \\ // |
+---------------------------------------------------+ | |
| // \\ |
Alba gu brath |//___\\|

On Thu, 23 Feb 2006 17:39:18 +1030, (Aidan Stanger)
wrote:

David E. Belcher wrote:

Does this include the necessary tweaks to the track and signalling
arrangements to allow Silverlink to run through to Euston from St.
Albans Abbey?

Almost certainly not.

Anyway, are through Euston to St.Albans Abbey trains really better than
a through Watford Junction - St.Albans City light rail service?

Both would seem to have some advantage but at different ends of the
branch; through trains to/from Euston would cut out on interchange
time at Watford pushing the "catchment area" (based on shortest time
to London) for Abbey station up the hill in St Albans, while a tram/LR
would eliminate waiting/interchange at the St Albans end. Possibly the
latter would have more use for all-day (i.e. local and shopping)
traffic if the possibility of street-running at both ends became a
reality.
--
_______
+---------------------------------------------------+ |\\ //|
| Charles Ellson: | | \\ // |
+---------------------------------------------------+ | |
| // \\ |
Alba gu brath |//___\\|

THC wrote:
Chiltern's franchise was renewed for a 20-year term in February 2002
when the late great Sir Alastair Morton was in charge at the SRA - they
were the only company to secure one of that length and so are sitting
pretty for some time to come. There may have been a five-year break
clause but I recall reading that this is conditional only on poor
performance, therefore unlikely to be invoked.

Indeed. Chiltern's longevity in the reliability department is matched,
AFAIK, only by c2c.


I also remember that the heads of agreement for this particular
refranchise contained proposals for an M1/M6 parkway and a reopened
portion of the Great Central to serve it. And a new/relaid line from
Princes Risborough to Oxford. That kind of vision in a franchise bid
seems so far away now.

The former is still a possibility, unless the GCML is transformed into
the NSHSL. The latter will never happen, as it would require too many
disruptive alterations to the M40 at Junction 8.

wrote:
Some funding is available - the government is giving local authorities
Growth Area funds to provide infrastructure for the housing
developments they are being forced to cope with - in theory the roads
and railways should be there before teh houses are built, but that
would be to expect too much! Developers will also provide funds,
although at a later stage.

I suspect that at least part of this funding is in use by Laing Rail,
in order to secure the money to build Aylesbury North station and to
upgrade the trackwork as required.

wrote:
The OneKEA wrote:
... a through route from Aylesbury to Bletchley via Quainton.
Those Who Know have repeatedly stated that despite rammed roads,
poor
bus links and increased housing, the restoration of the rail link
Will
Not Happen until someone can get enough money together to convince
the
DfT that the restoration of the route is viable.
Some funding is available - the government is giving local authorities
Growth Area funds to provide infrastructure for the housing
developments they are being forced to cope with - in theory the roads
and railways should be there before teh houses are built, but that
would be to expect too much! Developers will also provide funds,
although at a later stage.


A bid was made for Community Infrastructure Fund (CIF) money for
Aylesbury Parkway and was provisionally approved last year, but recently
(16 Feb) the final list was announced, and the station wasn't on it -
presumably it failed the detailed assessment somehow, or has been
postponed. A new "public transport hub" for Aylesbury town centre did,
however, get CIF funding.

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