Rare track/routings in SE-land today
 

On Nov 16, 3:42*pm, "Peter Masson" wrote:
"Rupert Candy" wrote

special Victoria-Nunhead-Hither Grn-Bromley North service,

Why is double track retained on the Bromley North branch? It's years since
timetables have required more than one train to be on the branch at a time.

Indeed. (My train today used the 'normal' platform at Brpmley North,
despite the special service). It did make me realize how many useful
gaps a Bromley-Lewisham-Victoria service would fill (you only have to
look at the 208 bus to see the suppressed demand).

uk.transport.london added.

Rare track/routings in SE-land today
 

"Rupert Candy" wrote in message
...
On Nov 16, 3:42 pm, "Peter Masson" wrote:
"Rupert Candy" wrote

special Victoria-Nunhead-Hither Grn-Bromley North service,

Why is double track retained on the Bromley North branch? It's years since
timetables have required more than one train to be on the branch at a
time.

Indeed. (My train today used the 'normal' platform at Brpmley North,
despite the special service). It did make me realize how many useful
gaps a Bromley-Lewisham-Victoria service would fill (you only have to
look at the 208 bus to see the suppressed demand).

uk.transport.london added.

In 1967, apart from the through peak trains, about 6 each way to Charing
Cross (although it has always been a "City" branch), the
Orpington/Sevenoaks-CX trains went fast from Grove Park to Lon. Bridge, with
the Bromleys filling in the intermediate stations. Now, with the DLR and
soon(ish) the ELL, a similar pattern should be re-introduced.

Peakwise, the advantage of the Bromley North trains was that passengers from
Grove Park stood a fair chance of a seat even when the BY and SPk between
them had 3000 season ticket holders alone. These days, not much hope.

I guess they keep the double track, although nearly all the pointwork at
Grove Park has been removed, to save the cost of singling and single line
operation. Also, it is used for diversions, driver training etc and gives
some flexibility in these situations. The use of Platform 2 at BY has always
seemed odd but seems to go back to the days when freight still came to the
branch and the engines would run round on platform 1. P1 is used from time
to time to stop it rusting up.

MaxB

Rare track/routings in SE-land today
 

"Batman55" wrote

In 1967, apart from the through peak trains, about 6 each way to Charing
Cross (although it has always been a "City" branch), the
Orpington/Sevenoaks-CX trains went fast from Grove Park to Lon. Bridge,
with
the Bromleys filling in the intermediate stations. Now, with the DLR and
soon(ish) the ELL, a similar pattern should be re-introduced.

Peakwise, the advantage of the Bromley North trains was that passengers
from
Grove Park stood a fair chance of a seat even when the BY and SPk between
them had 3000 season ticket holders alone. These days, not much hope.

A regular service from Bromley North to Victoria, or even Cannon Street,
does not make much sense, in view of the need to cross from the Fast to Slow
lines, but a peak Bromley North to Charing Cross service would reduce the
distance a train has to run partly loaded, and still leave room for Grove
Park and Hither Green passengers. As there is a shortage of paths at
Lewisham, a Sidcup Line to Victoria service would make sense, as this would
not conflict with Bexleyheath Line to Cannon Street trains.

Peter

Rare track/routings in SE-land today
 

On Nov 16, 6:32*pm, "Peter Masson" wrote:
"Batman55" wrote

In 1967, apart from the through peak trains, about 6 each way to Charing
Cross (although it has always been a "City" branch), the
Orpington/Sevenoaks-CX trains went fast from Grove Park to Lon. Bridge,
with
the Bromleys filling in the intermediate stations. Now, with the DLR and
soon(ish) the ELL, a similar pattern should be re-introduced.

Peakwise, the advantage of the Bromley North trains was that passengers
from
Grove Park stood a fair chance of a seat even when the BY and SPk between
them had 3000 season ticket holders alone. These days, not much hope.

A regular service from Bromley North to Victoria, or even Cannon Street,
does not make much sense, in view of the need to cross from the Fast to Slow
lines, but a peak Bromley North to Charing Cross service would reduce the
distance a train has to run partly loaded, and still leave room for Grove
Park and Hither Green passengers. As there is a shortage of paths at
Lewisham, a Sidcup Line to Victoria service would make sense, as this would
not conflict with Bexleyheath Line to Cannon Street trains.

Peter

There still seems to be a regular gap in the pattern through Lewisham
left by the Sidcup line to Blackfriars services that were all
withdrawn by handwritten board halfway through a timetable. I never
understood why that was done, or done that way.