"Richard J." wrote in message
. uk...
There are still semaphore signals at Kew East Junction on the freight
link from the North London Line to the Hounslow Loop, which is about 7
miles from Charing Cross as the crow flies.

The Barking-Gospel Oak line still has some mechanical working around
Harringay. Harringay Park Junction's starter is still semaphore, mounted
above Upper Holloway's distant. I think most of the T&H is now TCB, but ISTR
reading in a magazine article that there are one or two AB sections still
remaining in the Harringay/Holloway area.

On Mon, 14 Feb 2005 11:49:15 -0000, "Bob Wood"
wrote:

I think you need to explain why you think that extending the service from
Greenford beyond Ealing Broadway will result in passengers not using the
Greenford Branch.

The Greenford service currently runs through to Paddington, and I
suspect Paddington is a far more useful destination than Willesden for
the inhabitants of Castle Bar Park etc.

A better solution would be to reinstate the all stations
Slough-Paddington service that was lost at the last timetable change,
and divert the Heathrow Connect services (which can't be used for
through Heathrow-Paddington journeys anyway) up the NLL.

"gwr4090" wrote in message
...

I was thinking of a new platform or track slewing at Greenford (main
line). I think the remaining single line here is the former up fast line
so was not adjacent to a platform. In addition there is no access to the
down platform at South Ruislip from the Greenford direction. Also I am not
sure that the turn back facilities at West Ruislip would be adequate
without further works to avoid any interference with Chiltern services.

Although your other points stand, the positioning of the platform at
Greenford is probably irrelevant since, like Princes Risborough when the
down platform was reinstated, the state of the platform that remains is
probably so poor as to make it impossible to use what is left. No doubt
(like Risborough) water ingress will have caused the mortar to disintegrate
and the the platform walls to bulge. Probably no more expensive to build a
new platform adjacent to the current line than it would be to resurrect what
remains of the old one.

On Sun, 13 Feb 2005, PaulBowery wrote:

What about this for an idea- combine the Greenford branch and Barking to
Gospel Oak into a single service via Ealing Broadway and Willesden
Junction. This would provide an interchange between the North London
Line and the west via Ealing Broadway. If paths in the Willesden
Junction area are a problem then some of the Stratford trains could run
to Willesden Junction low level via Queens Park.

I do think killing the service to Paddington, or anywhere similarly
central, would be a bit fatal.

How about making the branch part of the Central Line? You'd need about a
mile of four-tracking to get to the junction from Ealing Broadway; would
that be at all feasible?

tom

--
Restate my assumptions

Chris Tolley wrote:

On Sun, 13 Feb 2005 14:03:02 +0000, PaulBowery wrote:

What about this for an idea- combine the Greenford branch and Barking
to Gospel Oak into a single service via Ealing Broadway and Willesden
Junction. This would provide an interchange between the North London
Line and the west via Ealing Broadway. If paths in the Willesden
Junction area are a problem then some of the Stratford trains could
run to Willesden Junction low level via Queens Park.

The GOBLIN has a far greater potential as a light rail route.

And not just Greenford. Depending on service frequencies, other
potential Western termini might include any of the other Thames
branches.

Do you seriously think there would be the demand?

On Tue, 15 Feb 2005 01:07:08 +0000, Tom Anderson wrote:

Paddington, or anywhere similarly central

Central? Paddington?

Even Fenchurch Street is closer to Charing Cross than Paddington...

--
http://gallery120232.fotopic.net/p11218103.html
(Now just memories: class 501 trains at London Broad Street in 1981)

In article .com,
TheOneKEA wrote:
gwr4090 wrote:

The Greenford area is due to be resignalled soon, with closure of
Greenford East box, so I guess this is the appropriate time for
any track alterations.

David

_Really_?

Greenford East is the closest mainline* mechanical signalling
installation to Charing Cross; once it's gone, there won't be any
mainline mechanical signalling anywhere near London.

Would the signalling in the area be controlled locally, or would it
be connected to Slough New or Marylebone?

Apparently, it will be covered by Slough New, when the Heathrow branch is
taken over from Slough New by a new panel at Heathrow, presumably as part
of the T5 works.

David

On Tue, 15 Feb 2005 13:15:31 +1030, Aidan Stanger wrote:

Do you seriously think there would be the demand?

My comments were primarily about the possibilities of different places
to turn trains. However, since you ask, there was a time when the
service from Birmingham New Street to Redditch consisted of about four
trains a day, and they were pretty thinly used. Then someone had a bit
of vision and started to offer a better service that was better
marketed, with a couple of new stations. Now there are 4tph shifting
thousands of people per day.

--
http://gallery120232.fotopic.net/p9781420.html
(Cl. 504 77165/65444 on its final BR weekend at Manchester Vic in 1991)

Chris Tolley wrote:

On Tue, 15 Feb 2005 13:15:31 +1030, Aidan Stanger wrote:

Do you seriously think there would be the demand?

My comments were primarily about the possibilities of different places
to turn trains. However, since you ask, there was a time when the
service from Birmingham New Street to Redditch consisted of about four
trains a day, and they were pretty thinly used. Then someone had a bit
of vision and started to offer a better service that was better
marketed, with a couple of new stations. Now there are 4tph shifting
thousands of people per day.

Yes, but that goes to the center of Birmingham! The GOBLIN tends to
avoid most commercial areas. It would be perfect as the basis for a
tramway, with on street branches to much of N London, but as a through
route with existing branches, just about any route into London
(including the District Line) would be more popular.

Chris Tolley wrote:

On Tue, 15 Feb 2005 01:07:08 +0000, Tom Anderson wrote:

Paddington, or anywhere similarly central

Central? Paddington?

Yes, it's in Zone 1 therefore it's central.

Even Fenchurch Street is closer to Charing Cross than Paddington...

As is Marylebone. That's the thing about Central London termini: they're
ALL central!