On Wed, 29 Jun 2005, Clive D. W. Feather wrote:

In article , londoncityslicker
writes

Also the WAGN services [...] There is a possibility of them being wound
down, in which case DLR could make use of these platforms. I'm not too
sure of the logistics of that one though.

Getting up from the depths at Bank to the subsurface platforms at
Moorgate, while at the same time turning through a large angle and
without hitting any of the other tunnels down there, seems somewhat
impractical.

Just how deep is the DLR at Bank? ISTR that the DLR is capable of climbing
relatively steep gradients - steeper than the 1:30 that's the
rule-of-thumb limit on heavy rail. It's almost 600 metres from Bank to
Moorgate, and more along the looping route that a tunnel would have to
take - even at 1:30, that would allow 20 metres of climbing. Is that not
enough?

I suspect it's the loopiness that would be the real challenge: to get from
the north-north-west direction at Bank to the west-north-west direction at
Moorgate would involve a rather tight S-bend, with a radius of curvature
as little as 100 metres. And as for doing that without hitting tunnels or
foundations ...

Is there anything the Midland City stub could be used for, after it's
severed from Thameslink? Would it be possible to use it to handle
Metropolitan trains to Moorgate? Would there be any point?

tom

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