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| Re: Crossrail gets Treasury backing (was Re: London's five-year plan) (10705) | |||
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Re: Crossrail gets Treasury backing (was Re: London's five-year plan) |
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Posted by Rail Blue on Wed Oct 20 17:06:59 2004, in response to Re: Crossrail gets Treasury backing (was Re: London's five-year plan), posted by David Fairthorne on Wed Oct 20 00:40:38 2004. You want to divert passengers away from the crowded Central line and onto the less crowded District and Metropolitan lines.Exactly. The key is to break up the Circle line by abolishing the circular service, allowing services to be extended east and west. The easy option :-D The Metropolitan tracks would carry their present services, minus the Circle, plus a new service from Heathrow. In the east the Metropolitan would go to Barking with a new branch to Canary Wharf. The District tracks would carry its present services, including the remaining sector of the Circle from Edgware Road. In the east the District would go to Upminster with a new branch to Shenfield. That's one of the two options which I see: COMMON TO BOTH OPTIONS: - remove the Wimbledon WB Fast Line from Earl's Court, replacing it with a second line under the flyover, creating a flying junction (with a couple of crossovers) for EB services (anything can go to anywhere without conflicting moves) - add a track from the WB District Main East of Earl's Court to come in to Earl's Court south of the WB Edgware Rd line, creating (with two crossovers) a flying junction for the WB direction. - lengthen NHG, Bayswater, and Pad (Praed St) to 7 cars (C) / 6 cars (D). - four track Praed St Junction to Edgware Rd, keeping the District at the South of the alignment and the H&C at the North. - make both faces of the north platform at Edgware Rd 8-car length (through EB/WB); make the south platform 7-car length terminal, adding an extra 7-car platform where the sidings are (3 terminating faces). - re-hab the full length of Pad (Bish Rd) and Royal Oak (8 cars). - lengthen the platforms on the H&C to 8 cars (optional). - build a connector to the Relief Lines at Royal Oak. - 4th Rail DC electrify the Relief Lines to Heathrow. - lengthen Baker St (H&C) to 8 cars, adding a new exit to Marylebone Station at the new western end of the platforms. - Au Revoir Aldgate. OPTION I (Met to Canary Wharf/Barking, Dist to Upminster/Shenfield): - solve clearance issues for A Stock to Barking (platforms are already long enough IINM). - flying junction by creating leads from eastern end of outer tracks at Whitechapel, diving down under the District, then continuing in large tubes to a station one level below the Jubilee at Canary Wharf (no intermediate stops). - flat junction with new platforms at Monument (including a terminal bay to allow self-contained service to Shenfield), tunnelling under Bishopsgate, diving under the Met (station: Liverpool St), then rising to take over the Shenfield Line, which will be 4th Rail DC electrified. Services under Option I: 8tph Heathrow - Canary Wharf 8tph Hammersmith - Barking 8tph Uxbridge - Moorgate/Barking 4tph Watford - Baker St Semi-Fast 2tph Amersham - Baker St Fast 2tph Chesham shuttle 6tph Ealing - Upminster 6tph Richmond - Shenfield 6tph Wimbledon - Gidea Park 6tph Uxbridge/Rayner's La - Ilford (Picc concentrated on Heathrow) 6tph Wimbledon - Edgware Rd 6tph Olympia - Edgware Rd OPTION II (Met to Shenfield/Canary Wharf, Dist to Upminster): - dive Met into tubes to Lower Level at Aldgate East, then continuing with one intermediate stop (Shadwell, to interchange with the ELL) to Canary Wharf (below the Jubilee). - build a curve from the Met East of Liv St to join the Shenfield Line, which would be 4th Rail electrified. - errr, that's it. Services under Option II: 8tph Heathrow - Canary Wharf 8tph Hammersmith - Shenfield/Gidea Park/Ilford 8tph Uxbridge - Shenfield/Gidea Park/Ilford 4tph Watford - Baker St Semi-Fast 2tph Amersham - Baker St Fast 2tph Chesham shuttle 6tph Ealing - Upminster 6tph Richmond - Barking 6tph Wimbledon - Whitechapel 6tph Uxbridge/Rayner's La - Tower Hill (Picc concentrated on Heathrow) 6tph Wimbledon - Edgware Rd 6tph Olympia - Edgware Rd The most expensive parts would be the new tunnels; the one connecting the District line to the Shenfield line and the spur to Canary Wharf. I would like to know the full extent and alignment of these tunnels and what other works would be needed, such as changes in the track layout. Also how you would deal with the two forms of electrification: fourth rail and catenary. Option I would have two major, if realtively short sections of new tunnel. Neither is as signifcant as Crossrail, but both would without be expensive. We're probably looking at a quarter to a third of the price of Crossrail's tunnels. Option II would be cheaper, but doesn't adress the fact that the District is underused. Either way, the outer sections would be 4th Rail electrified to maintain compatibility with existing stock. This minimises the amount of new stock required (the D Stock isn't even halfway through its life yet). Dual voltage stock costs too much, weighs too much (wearing out the track too fast), and may cause vertical clearance issues with existing tunnels. Then you can give us an estimate of how many billions you can save the Treasury! There's the difficult bit - I'll need to go through Crossrail's sums and scale a few numbers. |
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