On Apr 26, 7:26*pm, Jamie Thompson wrote:
On Apr 26, 4:05 pm, "Peter Masson" wrote:

Also, how much need is there for freights either to overtake passenger
trains, or to be recessed on the Through Line awaiting a path elsewhere? I
would have thought that the occasions when the ability to recess two
freights at the same time would be sufficiently infrequent that restoring a
second through line is unnecessary. After all, even when ELLX is extended to
Clapham Junction it will still be possible to recess freights to or from
South Eastern Lines between Latchmere and Culver Road Junctions.

With WLL paths being as scarce as they are I can't imagine that
increasing frequency over lengthening would be preferred. After all,
increasing lengths requires expensive platform lengthening, but
increasing paths requires either inconveniently infrequent advancement
in signalling technology or horrifically expensive new tracks. That
said, I can't help but agree that there would be ample room for an 8-
car on the southbound. We'll just have to wait until LO patronage
requires 12-cars before we have problems

I agree in part both with Jamie and Peter - the passing loop(s) aka
the though line(S) at Kenny O breaks up a long double track section
and provide operational robustness. The keypoint is that the route
must be able to carry 9'6" tall containers and that any loop must be
at least 775 metres long to accomodate the maximum - if fact the new
standard - length of container trains.As to the one loop or two
question timetable modelling will show up any time and place conflicts
- even if the answer is one passive provision should be left for two
if possible. .

Somewhere in the back of Mwmbwls memory marbles bag is the
recollection that longer NLL trains will operate to Stratford during
the Olympics - IIRC some of the NLL stations used to accomodate longer
peak hour trains into Broad Street - any idea which ones. Has the
longer trains idea been abandoned?