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Post by route53 on Aug 25, 2019 14:10:09 GMT
You can play rail god, what services would you create, stopping patterns etc, which services should be with what TOC
For example the Tonbridge to Redhill line should revert back to South Eastern and run to London Bridge again.
The Thameslink Rainham service should be semi fast
The Croydon yo MKC should be a Brighton to Birmingham semi fast service
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Post by rif153 on Aug 25, 2019 16:38:13 GMT
This is asking a lot but: I would join HS1 and HS2 (if the latter ever happens!) via Crossrail. Trains coming off HS2 would join Crossrail at Old Oak Common then call Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Canary Wharf, Ebbsfleet, then on to Europe.
Ideally the Crossrail core would be quadrupled with High Speed trains using the other set of tracks to Crossrail, this is also an attempt to prevent the service being used as relief capacity for Crossrail. Departure boards at Paddington would not advertise any stops until Ebbsfleet (and so on) to try to prevent Crossrail passengers flocking to this new service. There would be a selective stopping pattern, as having every train call at every stop is unnecessary but only the stops aforementioned would enjoy this new service, for instance, trains would stop at either Bond Street or Tottenham Court Road but not both. I'd have all trains call at Paddington, Farringdon, and Liverpool Street. Canary Wharf would see most trains stopping but not all.
Benefits: -Creates a new long distance cross London service -Utilises the potential of Crossrail's route to create bold new links -Allows connections from places North of London to Europe -Would have huge economic benefits -Links HS1 to HS2 -Significantly improves rail commentions across London -Could have the potential to be used for freight (if Crossrail were quadrupled) to take some pressure off the WLL -Alleviates the need to build a new terminus for HS2 at Euston -Reduces the need for more runway capacity in the South East Drawbacks: -The service's metro style nature in the Centre of London may annoy through travellers -The long journey times may (eg Paris-Birmingham) make the service unappealing -Crossrail stations would have additional strain put on them -More strain would be pushed on to the London Underground and Thameslink (although even then further upgrading these railways should enable them to cope) -The service could become something which Crossrail passengers turn to instead for short distance travel which isn't the intention
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Post by wirewiper on Aug 25, 2019 16:38:43 GMT
You can play rail god, what services would you create, stopping patterns etc, which services should be with what TOC For example the Tonbridge to Redhill line should revert back to South Eastern and run to London Bridge again. The Thameslink Rainham service should be semi fast The Croydon yo MKC should be a Brighton to Birmingham semi fast service I would like to see a Margate - Gatwick Airport service via Ramsgate, Canterbury West, Ashford International, Tonbridge and Redhill, although I suspect lack of capacity between Redhill and Gatwick Airport might scupper that one. If I really could be Rail God I would build an extension of HS1, branching off somewhere outside St Pancras International and continuing to Heathrow Airport. Possibly with a Station at Old Oak Common to connect with HS2. This would enable South Eastern Highspeed and Eurostar trains to operate to and from Heathrow Airport and would be far more sustainable than a third runway. The Heathrow Eurostar services could also pick up the stops at Stratford International, Ebbsfleet International and Ashford International enabling most services from St Pancras International to operate non-stop to Paris and to Brussels calling only at Lille.
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Post by wirewiper on Aug 25, 2019 16:47:24 GMT
To add to the above, proposed service pattern:
Southeastern Highspeed: 1tph Heathrow - Ramsgate via Faversham, 1tph Heathrow - Margate via Canterbury West.
Eurostar: 1tph Heathrow - Paris Nord calling at one of Stratford International, Ebbsfleet International or Ashford International; 1tph Heathrow - Lille Europe - Brussel Zuid calling at one of Stratford International, Ebbsfleet International or Ashford International, extending alternately to Antwerpen Centraal - Rotterdam Centraal - Amsterdam Centraal or Liége-Guillemins - Koln Hbf.
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Post by route53 on Aug 25, 2019 18:25:16 GMT
This is asking a lot but: I would join HS1 and HS2 (if the latter ever happens!) via Crossrail. Trains coming off HS2 would join Crossrail at Old Oak Common then call Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Canary Wharf, Ebbsfleet, then on to Europe. Ideally the Crossrail core would be quadrupled with High Speed trains using the other set of tracks to Crossrail, this is also an attempt to prevent the service being used as relief capacity for Crossrail. Departure boards at Paddington would not advertise any stops until Ebbsfleet (and so on) to try to prevent Crossrail passengers flocking to this new service. There would be a selective stopping pattern, as having every train call at every stop is unnecessary but only the stops aforementioned would enjoy this new service, for instance, trains would stop at either Bond Street or Tottenham Court Road but not both. I'd have all trains call at Paddington, Farringdon, and Liverpool Street. Canary Wharf would see most trains stopping but not all. Benefits: -Creates a new long distance cross London service -Utilises the potential of Crossrail's route to create bold new links -Allows connections from places North of London to Europe -Would have huge economic benefits -Links HS1 to HS2 -Significantly improves rail commentions across London -Could have the potential to be used for freight (if Crossrail were quadrupled) to take some pressure off the WLL -Alleviates the need to build a new terminus for HS2 at Euston -Reduces the need for more runway capacity in the South East Drawbacks: -The service's metro style nature in the Centre of London may annoy through travellers -The long journey times may (eg Paris-Birmingham) make the service unappealing -Crossrail stations would have additional strain put on them -More strain would be pushed on to the London Underground and Thameslink (although even then further upgrading these railways should enable them to cope) -The service could become something which Crossrail passengers turn to instead for short distance travel which isn't the intention In truth CrossRail in its current form is a bit of a waste, for much of the 1990s and 2000s it was planned out to be similar to Thameslink, linking large towns and cities 40/50 miles around London with one another, the CrossRail we’re going to get is nothing more than a glorified Central/District line hybrid with the furthest point at Reading.
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Post by rif153 on Aug 25, 2019 18:46:34 GMT
This is asking a lot but: I would join HS1 and HS2 (if the latter ever happens!) via Crossrail. Trains coming off HS2 would join Crossrail at Old Oak Common then call Paddington, Bond Street, Tottenham Court Road, Farringdon, Liverpool Street, Canary Wharf, Ebbsfleet, then on to Europe. Ideally the Crossrail core would be quadrupled with High Speed trains using the other set of tracks to Crossrail, this is also an attempt to prevent the service being used as relief capacity for Crossrail. Departure boards at Paddington would not advertise any stops until Ebbsfleet (and so on) to try to prevent Crossrail passengers flocking to this new service. There would be a selective stopping pattern, as having every train call at every stop is unnecessary but only the stops aforementioned would enjoy this new service, for instance, trains would stop at either Bond Street or Tottenham Court Road but not both. I'd have all trains call at Paddington, Farringdon, and Liverpool Street. Canary Wharf would see most trains stopping but not all. Benefits: -Creates a new long distance cross London service -Utilises the potential of Crossrail's route to create bold new links -Allows connections from places North of London to Europe -Would have huge economic benefits -Links HS1 to HS2 -Significantly improves rail commentions across London -Could have the potential to be used for freight (if Crossrail were quadrupled) to take some pressure off the WLL -Alleviates the need to build a new terminus for HS2 at Euston -Reduces the need for more runway capacity in the South East Drawbacks: -The service's metro style nature in the Centre of London may annoy through travellers -The long journey times may (eg Paris-Birmingham) make the service unappealing -Crossrail stations would have additional strain put on them -More strain would be pushed on to the London Underground and Thameslink (although even then further upgrading these railways should enable them to cope) -The service could become something which Crossrail passengers turn to instead for short distance travel which isn't the intention In truth CrossRail in its current form is a bit of a waste, for much of the 1990s and 2000s it was planned out to be similar to Thameslink, linking large towns and cities 40/50 miles around London with one another, the CrossRail we’re going to get is nothing more than a glorified Central/District line hybrid with the furthest point at Reading. I agree. Crossrail is being treated too similarly to a tube line imo, and the Abbey Wood branch is certainly squandered potential. To me Crossrail is saying ‘the idea of a rail terminus is antiquated, why not create connections beyond the terminus instead,’ but then HS2 just contradicts that by building a terminus at Euston. I think it seems ridiculous not to attempt to link HS2 to Crossrail, and instead build an eye-wateringly expensive station. Longer distance services would really maximise the potential of Crossrail, but sadly there’s no will to do that.
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Post by galwhv69 on Aug 25, 2019 19:45:01 GMT
Twickenham To Crystal Palace Via Clapham Junction & Herne Hill Runs every 15 minutes (2tph Via Putney & 2tph Via Wimbledon) Via Putney:SWR Line to Clapham Junction Via Putney, (At Clapham Junction) Platform 3 towards CP, Platform 6 towards Twickenham, Ludgate Line to Factory Junction. Via Wimbledon:SWR Line to Clapham Junction Via Kingston & Wimbledon, (At Clapham Junction) Platform 7 Both Directions, Crossover to Ludgate Line to Factory Junction. Then SE Line To Herne Hill, TL Line to Tulse Hill, West Norwood Spur, Follow S to Crystal Palace Partially to help out busy rail and bus corridors (such as 37) and partially because I want a direct commute each day 😁 (No I don't go Twickenham - CP every day but I extended it in both directions)
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Post by vjaska on Aug 25, 2019 20:35:05 GMT
It's not a lot but here's what I'd do given it's all fantasy and would never happen
Demolish Brixton Station and build a new station stretching across Atlantic Road knocking down all buildings between both railway lines to create a joint Southeastern & Overground interchange station
Create a passageway that connects between the Overground platform & the Victoria Line station
Have fast services from Victoria call at Brixton Station and you might just actually relieve the Victoria Line at it's southern end in the process
Look at the possibility of a service to one of East or West Croydon running via Brixton Station
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Post by route53 on Aug 26, 2019 1:31:30 GMT
For CrossRail there would two things I do if I were a rail god
1: Better utilise it, don’t turn it into a glorified tube line, have it run from Banbury/Oxford in the West, Northampton in the North West via Old Oak Common from the WCML and to the east it runs to Ipswich
2: if it is to remain a glorified tube line then both eastern branches would be extended, the Shenfield branch to Chelmsford and the Abbey Wood branch to Gillingham
On point 2, I would have CrossRail take over services to the Medway, 8tph on that branch, 2tph would terminate at Abbey Wood, 4tph to terminate at Gravesend, 2tph at Gillingham, the Gillingham service would be fast and would call after Gravesend at Greenhithe, Dartford, Erith and Abbey Wood.
I would then hand the Bexleyheath and Sidcup lines to London Overground, Greenwich line trains would be curtailed at Abbey Wood creating a Cannon Street to Abbey Wood shuttle at 6tph as a LO service, and Woolwich line trains would host Maidstone West fasts, calling at the following after Strood, Gravesend, Greenhithe, Dartford, Abbey Wood, Woolwich Arsenal, 1tph to run via Greenwich calling there only, 1tph to call at Blackheath & Lewisham and would remain with South Eastern.
Sutton Loop & Catford line of the Thameslink network would be taken over by London Overground.
The Ashford via Bromley South service would call at Beckenham Junction additionally to create a interchange between Kent & Croydon via the tram at Beckenham
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Post by route53 on Aug 26, 2019 12:14:14 GMT
Twickenham To Crystal Palace Via Clapham Junction & Herne Hill Runs every 15 minutes (2tph Via Putney & 2tph Via Wimbledon) Via Putney:SWR Line to Clapham Junction Via Putney, (At Clapham Junction) Platform 3 towards CP, Platform 6 towards Twickenham, Ludgate Line to Factory Junction. Via Wimbledon:SWR Line to Clapham Junction Via Kingston & Wimbledon, (At Clapham Junction) Platform 7 Both Directions, Crossover to Ludgate Line to Factory Junction. Then SE Line To Herne Hill, TL Line to Tulse Hill, West Norwood Spur, Follow S to Crystal Palace Partially to help out busy rail and bus corridors (such as 37) and partially because I want a direct commute each day 😁 (No I don't go Twickenham - CP every day but I extended it in both directions) A “Southern CrossRail” would actually be really nifty! A Ebbsfleet to Windsor service would be handy, Calling at Greenhithe, Dartford, Bexley, Sidcup, Lewisham, Clapham Junction, Putney, Richmond, Twickenham then all stops to Windsor & Eton Riverside
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Post by busaholic on Aug 26, 2019 13:46:55 GMT
How about reinstating the Waterloo to Waterloo East curve?!
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Post by Dillon95 on Aug 27, 2019 13:11:25 GMT
The 2tph Victoria to Bromley South via Herne Hill service would be extended to Swanley. The Bromley North to Grove Park services would be extended to Charing Cross or Cannon Street via Lewisham.
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Post by route53 on Aug 27, 2019 18:52:55 GMT
Charing Cross to Tonbridge via Lewisham, Woolwich & Dartford, calling at Waterloo East, London Bridge, Lewisham, Blackheath, Charlton, Woolwich Arsenal, Abbey Wood, Dartford, Greenhithe, Gravesend, Strood, Snodland, Maidstone West, Paddock Wood and Tonbridge
This is for CrossRail connectivity and a way to restore the fasts on the NKL
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Post by busaholic on Aug 27, 2019 20:46:47 GMT
Charing Cross to Tonbridge via Lewisham, Woolwich & Dartford, calling at Waterloo East, London Bridge, Lewisham, Blackheath, Charlton, Woolwich Arsenal, Abbey Wood, Dartford, Greenhithe, Gravesend, Strood, Snodland, Maidstone West, Paddock Wood and Tonbridge This is for CrossRail connectivity and a way to restore the fasts on the NKL You'd have to be careful how you announced this service at the London end, up to Lewisham anyway. I think you'd have to call it a Maidstone West service, unless you wanted a lot of irate passengers!
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Post by route53 on Aug 27, 2019 21:30:10 GMT
Charing Cross to Tonbridge via Lewisham, Woolwich & Dartford, calling at Waterloo East, London Bridge, Lewisham, Blackheath, Charlton, Woolwich Arsenal, Abbey Wood, Dartford, Greenhithe, Gravesend, Strood, Snodland, Maidstone West, Paddock Wood and Tonbridge This is for CrossRail connectivity and a way to restore the fasts on the NKL You'd have to be careful how you announced this service at the London end, up to Lewisham anyway. I think you'd have to call it a Maidstone West service, unless you wanted a lot of irate passengers! Is it a bad service? Or should it have less stops?
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