On Jul 5, 12:24 am, "Richard J." wrote:

I agree. A quick measurement on Google Earth of the westbound/down
platform, which is on the inside of the curve and therefore with less
room for extension, shows the current platform as about 72 m long, but
with room for expansion to at least 200 m before the gap between the
tracks gets too narrow for an island platform.

If you view the station on MS Live Local or Flashearth you will find
each platform conveniently occupied by a 313. You'll also see that
things don't appear to be quite as bad as has been suggested.

"Jack Taylor" wrote in message
...
Mojo wrote:

Pardon my ignorance, but what signaling problems would affect the use
of SDO, such as not releasing the doors in the rear coach?

Sorry, I wasn't very clear on that, was I? Willesden Junction will only
hold three cars. With four car units it would not be possible to pull
forward such that the inner sets of doors in the leading and trailing
cars were at the platform and the other sets cut out because of the
position of the station starting signal at the end of the platform. Either
that would need to be relocated or otherwise both sets of doors on the
rear car would have to be cut out (as that would be off the platform) -
not very desirable or customer friendly.

Doesn't SDO require the guard and driver to be able to get out onto the
platform, so having the front car off the platform may not be an acceptable
solution even if the signal could be moved.

Paul

Doesn't SDO require the guard and driver to be able to get out onto the
platform, so having the front car off the platform may not be an acceptable
solution even if the signal could be moved.

I was under the Impression

Doesn't SDO require the guard and driver to be able to get out onto the
platform, so having the front car off the platform may not be an acceptable
solution even if the signal could be moved.

I was under the impression that they were planning to get rid of guards
on the NLL. Although that wouldn't help the driver, might certaintly help.

I'm guessing rules on LU are different, as there's a station on the
Northern Line IIRC where the front set of doors are not opened.

"Mojo" wrote in message
. uk...
Doesn't SDO require the guard and driver to be able to get out onto the
platform, so having the front car off the platform may not be an
acceptable solution even if the signal could be moved.

I was under the impression that they were planning to get rid of guards on
the NLL. Although that wouldn't help the driver, might certaintly help.

I'm guessing rules on LU are different, as there's a station on the
Northern Line IIRC where the front set of doors are not opened.

I think the key thing is that new operations have to conform to current
rules. I think the end door stuff on the Northern line goes back quite a
while. Is the cab beyond the platform end, or is their one of those narrow
walkways for the driver, beyond the public area of the platform?

If the Goblin diesel fleet takes over the WLL service, and the
Bakerloo takes over the Watford DC, there should be a surplus of 378s
for the NLL.

If the Bakerloo does take over running between Harrow & Wealdstone and
Watford Junction, what would happen to the Queen's Park to Euston DC
section? Would this become a self-contained shuttle, would Bakerloo
trains run into the LMR terminus, or would the service simply be
abandoned?

M

"Matt Forbes" wrote in message
oups.com...
If the Goblin diesel fleet takes over the WLL service, and the
Bakerloo takes over the Watford DC, there should be a surplus of 378s
for the NLL.

If the Bakerloo does take over running between Harrow & Wealdstone and
Watford Junction, what would happen to the Queen's Park to Euston DC
section? Would this become a self-contained shuttle, would Bakerloo
trains run into the LMR terminus, or would the service simply be
abandoned?


Trains would run from Queens Park through Kilburn High Road, South
Hampstead, and then divert through Primrose Hill tunnel to Camden Rd, and
thence to Stratford. There is a disused station at Primrose Hill that could
be opened too.

Paul

Trains would run from Queens Park through Kilburn High Road, South
Hampstead, and then divert through Primrose Hill tunnel to Camden Rd, and
thence to Stratford. There is a disused station at Primrose Hill that could
be opened too.

Would this mean that Euston loses the DC service, or will the
infrastructure be able to cope with the current EUS-WAT services, as
well as services through Primrose Hill etc.?

M

"Matt Forbes" wrote in message
oups.com...
Trains would run from Queens Park through Kilburn High Road, South
Hampstead, and then divert through Primrose Hill tunnel to Camden Rd, and
thence to Stratford. There is a disused station at Primrose Hill that
could
be opened too.

Would this mean that Euston loses the DC service, or will the
infrastructure be able to cope with the current EUS-WAT services, as
well as services through Primrose Hill etc.?


I think the various bits of TfL info on the www suggests there will be no
service into Euston on the DC lines - whether or not the third rail is
retained for diversions etc is another question of course.

Paul

On Thu, 05 Jul 2007 23:00:54 GMT, Jack Taylor wrote:

Pardon my ignorance, but what signaling problems would affect the use
of SDO, such as not releasing the doors in the rear coach?

Sorry, I wasn't very clear on that, was I? Willesden Junction will only hold
three cars.

....in the eastbound direction. The westbound platform is long enough
for 4 cars.