Boltar wrote:
I still don't really understand why they didn't keep CX open for peak
hour
or occasional trains so instead of reversing at green park the train
and
passengers just continue to CX. After all , apart from not having to
clean the platforms so often wheres the gain in closing them? I know
theres always the alternative routes argument but you could use that
argument for any number of central london stations but I don't see a
rush to close them too.

The problem is that if you reverse an EB Jubilee line train at CX it
can't serve the extension - any trains reversed at CX mean a gap in
service from Westminster to Stratford.

If the service to CX was frequent enough to make it worthwhile - say
one train in three - that would mean a 4-6 minute gap in the service on
the extension every 6-10 minutes or so. Unacceptable for extension
passengers, and there's no corresponding facility to reverse trains
clear of service trains on the extension until you're as far east as
North Greenwich.

If the service to CX was infrequent - say a train every 20 minutes - it
would almost invariably be quicker for any potential passengers for CX
to change to the Bakerloo at Baker Street or to walk from Green Park or
Westminster.

There was talk in the mid-90s of having CX available for occasional
extra services to Wembley Park. As far as I know this doesn't happen,
but perhaps it might be considered when Wembley Stadium opens - not for
passenger use at CX, but simply to allow extra shuttles to serve the
Baker Street to Wembley Park section.

Whether leaving the stub in the first place was the right decision is
an entirely different matter though! I remember seeing some rationale
about why the decision was taken to go Green Park - Westminster -
Waterloo - London Bridge rather than another routing using the CX
branch, but can't remember the exact conclusions or the relative merits
of about four or five options considered for the Green Park - Docklands
route of the extension.