In article .com,
Boltar wrote:

I'll wager the northern section will be hardly used much more than the
current ELL until it links to highbury and even then it won't be that
heavy. The southern section will probably be very busy though from the
start with all the docklands commuters.

From TfL:

4. If current tube line continued, passenger numbers would increase
to 11.6m by 2011 the new railway will carry 35.4m (phase 1). More than
50m passengers will use the line when both phases are complete.
5. Phase 1 of the new line will transfer an estimated 1.4 million
journeys from road to rail rising to two million when phase 2 is
complete.

E.

In article ,
(Paula) wrote:

Mr Thant Wrote:
On May 24, 8:47 am, Paula wrote:
-
Actually the original Shoreditch station was on the corner of Old
Street and Kingsland Road. The new Hoxton station is going to be
behind the Geffrye Museum. Not that far apart...-

OK, it's only a third of a mile, but importantly is the viaduct
there is only four tracks wide, not four tracks plus platforms, so
building a station there with through tracks would be much more
expensive.

Point taken and the same applies at Haggerston where the old
station was south of Lee Street and the new one is north of it! Oh well

another opportunity lost :-(

Opportunity for what, though? What possible need for four tracks could
there be here?

--
Colin Rosenstiel

On Fri, 25 May 2007 16:14:33 GMT, Jack Taylor wrote:

However I am disappointed that we cannot have some sort of orbital
service that connect to all the inter-city services. so that someone
from say Watford doesn't need to go through London to get to Bristol
or South Wales.

The alterations to the Clapham Junction to Willesden Junction West London
Line service, integrating it via through running with the North London Line
to Stratford, plus extending ELL services across South London to Clapham
Junction, will effectively address this.

Err, how? These orbital lines don't connect with inter-city services
at all, except at Stratford (and Clapham Junction if you count that).

asdf wrote:

Err, how? These orbital lines don't connect with inter-city services
at all, except at Stratford (and Clapham Junction if you count that).

The proposed orbital service provides single-change connections from it, in
most cases, into radial suburban services that provide onward connections
via InterCity services at the closest point to London at which InterCity
services stop (Reading, Watford Junction, Stevenage etc.). Anyone who thinks
that an orbital service using existing infrastructure will *directly*
connect with long-distance InterCity services must be certifiably insane, if
they think that IC services are going to be stopping at the peripheral zonal
stations for the handful of passengers that would use them. The whole issue
of pick up/set down restrictions would rear its ugly head, apart from
anything else - whilst these work reasonably well at Watford Junction, they
are a complete joke at Stratford, where they are effectively unenforceable
(or ineffectively enforceable).

Agreed, the one glaring exception is always going to be in trying to get
from Watford to the GWML, where the infrastructure is not helpful (Watford
Junction - Clapham Junction, Clapham Junction - Reading is about as good
as it will ever get, without using the underground - assuming that, by the
time that the orbital network is established the Kensington Olympia
cross-country services are a thing of the past, as is threatened). However,
what is proposed as part of the Overground network is going to significantly
simplify many, many cross London journeys.

On 25 May, 19:50, eastender wrote:
4. If current tube line continued, passenger numbers would increase
to 11.6m by 2011 the new railway will carry 35.4m (phase 1). More than
50m passengers will use the line when both phases are complete.
5. Phase 1 of the new line will transfer an estimated 1.4 million
journeys from road to rail rising to two million when phase 2 is
complete.

Well if TfL say so it must be true then.

B2003

Couple of Questions
According to Alwaystouchout it is proposed that the ELR will now
terminate at Highbury and Islington with reversing sidings beyond
Caledonian Road and Barnsbury. As Barnsbury junction is where the
freight lines double having gone through the single track pinch at
Canonbury Junction and the NLL then has to cross the ECML by high
level viaduct does anybody know how the reversing siding will be laid
out. With the number of trains coming off the ELR I would have thought
that a non conflicting between the running lines reversing siding as
seen at Rayners Lane would be the most appropriate solution but will
it fit within the width of the available formation?

Will the existing mixture of 25kv AC and 750v DC remain or will for
example the final link into Stratford from Homerton now be converted
to AC?

On Jun 4, 11:28 am, Bob wrote:
With the number of trains coming off the ELR

No more than 4tph are in the current plans, so I think at most what's
needed is a place for trains to wait out their recovery time without
blocking the NLL.

Dave's info on the reversing siding is a bit hand wavey and I haven't
seen any details of it in official docs. It looks like there's some
empty land by the CTRL portal.

Will the existing mixture of 25kv AC and 750v DC remain or will for
example the final link into Stratford from Homerton now be converted
to AC?

ELR will be all DC, so I doubt anything will change.

U