Ben
fotopic... whats that?
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Post by Ben on Apr 28, 2011 19:03:37 GMT
Having checked, I believe we're both right  Pinner would have got two islands, Ricky Northwood and Northwood Hills would have 4 platforms. Interestingly, there would have been a link west of moor park from the fast to the slow for, presumably, fast trains to access Watford. When did the LNER service from Marylebone stop running to Watford? |
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Post by ruislip on Apr 28, 2011 19:19:45 GMT
Having checked, I believe we're both right Pinner would have got two islands, Ricky Northwood and Northwood Hills would have 4 platforms. Interestingly, there would have been a link west of moor park from the fast to the slow for, presumably, fast trains to access Watford. When did the LNER service from Marylebone stop running to Watford? 1) Were there ever plans for North Harrow to receive 4 tracks? 2) It's interesting that you mention Moor Park. They eventually received their 4 platforms ;D |
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Post by peterc on Apr 29, 2011 8:10:50 GMT
Still the best solution in my view.
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Post by metrailway on Apr 29, 2011 9:17:28 GMT
When did the LNER service from Marylebone stop running to Watford? 1926, only a year after the branch opened. I think there were still mainline locals from Chesham/Aylesbury/Woodford Halse calling at Northwood, Pinner etc till the early 60s. Segregation along the lines of the pre 1960 electric limit would sem to fit, incorporating as mrjrt suggests quadding to Ricky, with a rebuilt station there (as suggested elsewhere). It is the best solution as GCML will probably never be rebuilt, especially if HS2 goes ahead as it takes much of the trackbed from Calvert. This would mean the end of Met as a 'mainline' though as it would only reach Ricky and thus there won't be any fast services.  OR have a 2tph Chesham Met service to Baker St/Aldgate (double the branch) and have a 4tph service from Aylesbury - Marylebone operated by Chiltern i.e Amersham loses its Met service but gains additional faster services to London and a more frequent service to the county town by Chiltern. The Met will retain its fasts!  ;D ;D |
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Post by mrjrt on Apr 29, 2011 11:08:48 GMT
The Met would still be fast between Harrow/Wembley/West Hampstead (we can dream, can't we?)...and it's that feature that sets it apart as a real mainline railway for me.
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Ben
fotopic... whats that?
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Post by Ben on Apr 29, 2011 14:56:47 GMT
Its a pity that the GCML is looking like it will never live again, but at least parts of it will in one way or another.
Interestingly, from what I can gather from a diagram I have, North Harrow would have had three platforms; ie. the same as now except the platform face to the fast southbound wouldnt be fenced off. Moor Park would have been an island only on the local; clearly plans changed a bit!
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Post by bengley on Apr 30, 2011 19:58:17 GMT
There is enough demand for Met trains to serve Aylesbury once more. The Chilterns into and out of London via Amersham in the peak are absolutely packed and one train every 30 minutes is not enough. Also, at weekends the chilterns are packed full when the met is turning at Harrow.
Chiltern either need longer trains or LU should go back to Aylesbury.
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Post by Bighat on Apr 30, 2011 21:06:28 GMT
There is enough demand for Met trains to serve Aylesbury once more. The Chilterns into and out of London via Amersham in the peak are absolutely packed and one train every 30 minutes is not enough. Also, at weekends the chilterns are packed full when the met is turning at Harrow. Chiltern either need longer trains or LU should go back to Aylesbury. That would make an interesting 'drag'. Perhaps use the 14 Schomas they have to do it? |
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Post by Guest on Apr 30, 2011 22:06:13 GMT
i agree about chiltern's capacities' being inadequate,this has a detriment to people at amersham as the service is already full,much the same at harrow on the return journey.baker street has greater capacity of lines then marylebone which just has the bakerloo and would be the first choice destination and more able to disperse greater numbers.
it was surprising that amersham would lose two services an hour as its generally a busy station and make chesham a through service.having two operators on one line for the most part isn't a good solution and isn't ideal. decisions taken fifty five or so years ago do need reviewing.
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Post by andypurk on May 1, 2011 0:01:11 GMT
There is enough demand for Met trains to serve Aylesbury once more. The Chilterns into and out of London via Amersham in the peak are absolutely packed and one train every 30 minutes is not enough. Also, at weekends the chilterns are packed full when the met is turning at Harrow. Chiltern either need longer trains or LU should go back to Aylesbury. Chiltern already run four trains per hour in the peaks (two fast to/from Amersham and two calling at most of their normal Met line stops) . I agree that they could do with lengthening some of their trains, but they are limited to 5 cars by the platform lengths on the Met. I occasionally use Chiltern to get home to Harrow and generally there is space (unless the Met has problems). I don't know whether the most crowded peak trains will get extra coaches with the new timetable (originally due in May, now September) on the Chiltern Mainline. The introduction of the class 172s, on the inner suburban services, may release an extra class 165 or two for the via Amersham trains. |
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DWS
every second count's
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Post by DWS on May 1, 2011 7:59:27 GMT
There is enough demand for Met trains to serve Aylesbury once more. The Chilterns into and out of London via Amersham in the peak are absolutely packed and one train every 30 minutes is not enough. Also, at weekends the chilterns are packed full when the met is turning at Harrow. Chiltern either need longer trains or LU should go back to Aylesbury. That would make an interesting 'drag'. Perhaps use the 14 Schomas they have to do it? Schomas only have 2 axles, they can only can be used on engineers trains. |
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phillw48
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Post by phillw48 on May 1, 2011 10:24:34 GMT
The other possibility would be either a DEMU equipped with collector shoes to operate on the 4-rail system or a class 73/4-TC combination with the loco adapted to 4-rail. Extending the 4-rail to Aylesbury has always been a non-starter as the expense could never be justified.
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Post by Bighat on May 1, 2011 17:26:58 GMT
That would make an interesting 'drag'. Perhaps use the 14 Schomas they have to do it? Schomas only have 2 axels, they can only can be used on engineers trains Since the original suggestion was most unlikely to happen, as is the electrification of that line, I said it somewhat in jest, as no doubt you did telling me they only had two AXELS (sic).  ;D |
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Post by Guest on May 1, 2011 20:56:06 GMT
as much chance of seeing electrification to aylesbury as two lines to chesham.
there was a proposal for a london regional rail authority where the mayor would have gained control of commuter lines into london to enhance the service,but these appear to have got nowhere.
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Post by DrOne on May 7, 2011 12:46:33 GMT
Still the best solution in my view. I still dont understand why it was rejected. It should have replaced the Chiltern Aylesbury service and the Amersham/Chesham Mets and would have made great use of the crossrail Paddington terminators (which are now likely to go to the WCML slows) while simultaneously easing pressure between Baker St and the city and freeing up paths into Marylebone. |
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