In article ,
(Robin9) wrote:

I've always thought the train service through Leyton
Midland runs at fifteen minute intervals and never goes
further than Barking at one end and Gospel Oak at the
other. I normally use the service only at off-peak periods.
Yesterday I travelled in the rush hour and just missed a
westbound train. I assumed I would have to wait another
fifteen minutes.

Instead I found another train announced: the 08.08 to
Willesden Junction. Clearly this train runs beyond Gospel Oak.
The train was quite full so an additional train is financially
justified. I didn't know spare train sets were available for
extra duties in the peak periods.

I got off at Blackhorse Road. I would have liked to have
stayed on to see how the train negotiated the Gospel Oak

It's only in service from Woodgrange Park and it passes Gospel Oak without
stopping. The latter is obvious really because the GOBLIN platform is a bay
and the other platforms are not on that route. It does call at stations from
Hampstead Heath to Willesden Junction though.

--
Colin Rosenstiel

Thank you for that. What is strange is that there was no
announcement warning passengers that Gospel Oak would
be avoided. I imagine someone unfamiliar with the train -
someone like me! - would board, assuming all the usual stops
would be made. Gospel Oak is one the three stations where
large numbers of people alight.

On 2016\05\19 18:03, Robin9 wrote:

Thank you for that. What is strange is that there was no
announcement warning passengers that Gospel Oak would
be avoided. I imagine someone unfamiliar with the train -
someone like me! - would board, assuming all the usual stops
would be made. Gospel Oak is one the three stations where
large numbers of people alight.

Not because they want Gospel Oak but because they want to change onto
the westbound NLL... but I agree there should be an announcement.

Oh yes, although some head eastbound towards Kentish
Town and Camden. The three stations on the line where
large numbers board and alight are Gospel Oak, Blackhorse
Road and Barking; the three stations where you can change
trains.

I find it appalling that politicians and "transport experts" have
not grasped the implications of this: that in London the orbital
rail routes are used to a great extent as an adjunct to other
lines and that to maximise the potential of these orbital routes,
any new rail routes built in London must connect with them.

The latest ideas for Crossrail 2 do not suggest connections with
North London's orbital rail services; such is the expertise of the
"experts."

Very interesting to learn about the 8.08.

Do or have any trains in revenue service run between Upper Holloway and
Thameslink lines via Junction Road Junction since 1981?

Has anything ever run that way for engineering works, in the same manner
that the NLL has travelled via Primrose Hill?

On Thu, 19 May 2016 04:18:44 -0500,
wrote:

In article ,
(Robin9) wrote:

I've always thought the train service through Leyton
Midland runs at fifteen minute intervals and never goes
further than Barking at one end and Gospel Oak at the
other. I normally use the service only at off-peak periods.
Yesterday I travelled in the rush hour and just missed a
westbound train. I assumed I would have to wait another
fifteen minutes.

Instead I found another train announced: the 08.08 to
Willesden Junction. Clearly this train runs beyond Gospel Oak.
The train was quite full so an additional train is financially
justified. I didn't know spare train sets were available for
extra duties in the peak periods.

I got off at Blackhorse Road. I would have liked to have
stayed on to see how the train negotiated the Gospel Oak

It's only in service from Woodgrange Park and it passes Gospel Oak without
stopping. The latter is obvious really because the GOBLIN platform is a bay
and the other platforms are not on that route. It does call at stations from
Hampstead Heath to Willesden Junction though.

How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.

On 22/05/2016 11:46, e27002 aurora wrote:
On Thu, 19 May 2016 04:18:44 -0500,
wrote:

In article ,
(Robin9) wrote:

I've always thought the train service through Leyton
Midland runs at fifteen minute intervals and never goes
further than Barking at one end and Gospel Oak at the
other. I normally use the service only at off-peak periods.
Yesterday I travelled in the rush hour and just missed a
westbound train. I assumed I would have to wait another
fifteen minutes.

Instead I found another train announced: the 08.08 to
Willesden Junction. Clearly this train runs beyond Gospel Oak.
The train was quite full so an additional train is financially
justified. I didn't know spare train sets were available for
extra duties in the peak periods.

I got off at Blackhorse Road. I would have liked to have
stayed on to see how the train negotiated the Gospel Oak

It's only in service from Woodgrange Park and it passes Gospel Oak without
stopping. The latter is obvious really because the GOBLIN platform is a bay
and the other platforms are not on that route. It does call at stations from
Hampstead Heath to Willesden Junction though.

How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.


There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.

--
Graeme Wall
This account not read.

In message , at 12:34:19 on Sun, 22 May
2016, Graeme Wall remarked:
How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.

There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.

Which means the signalling needs to be changed, and in the current
environment (with ever more safety measures fighting against ever more
remote signallers) it appears that changing the signalling costs Network
Rail orders of magnitude more money than changing the pointwork.
--
Roland Perry

On 22/05/2016 12:40, Roland Perry wrote:
In message , at 12:34:19 on Sun, 22 May
2016, Graeme Wall remarked:
How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.

There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.

Which means the signalling needs to be changed, and in the current
environment (with ever more safety measures fighting against ever more
remote signallers) it appears that changing the signalling costs Network
Rail orders of magnitude more money than changing the pointwork.

Depends on whether they are going to have to upgrade the signalling
antway which would reduce the extra cost significantly. More of a
problem would be the extra moves across a flat junction interrupting the
existing services, plus whether there are the extra paths available west
of Gospel Oak for the trains.

--
Graeme Wall
This account not read.

On 2016\05\22 12:34, Graeme Wall wrote:
On 22/05/2016 11:46, e27002 aurora wrote:

How easy would it be to convert the bay, at Gospel Oak, into a thru
platform? When electrification is complete a thru service could be
useful.

There's physically space to convert it to a *through* platform. The
pointwork to the west may need altering to allow east bound trains to
access the platform.

Just the one through platform for both directions? (Yes, I know Ware
Station is like that.)

Are there paths for the full Goblin service to extend westward? Is there
need for that many trains westward? Although it would be "neat" if the
full Goblin service went to Clapham Junction and the full Stratford
service went to Richmond.