Post by mrjrt on Feb 9, 2006 3:05:44 GMT
Even'in all. Thought I share a few thoughts I've been toying with for awhile to those a bit more experienced in such matters, to see what you think. My grand plan comes in ~4 stages, all related (be it loosely maybe) to everyone's favourite, the Northern line.
Stage 1
This stage is designed to leave useful results even if it is canceled mid project, hence the ordering.
This stage provides a valuble suburban oribital route between Barnet's major northmost population centres, whilst also enabling the movement of stock easily without clogging the valuble Camden points' capacity. I don't know about you lot, but I hate taking the 221 bus from Edgware to Finchley...it takes a absoulte age to go round the houses...and it *really* annoys me to know its running largly parallel to a viable railway route
The service patterns can be highly symmetrical, i.e. for each train travelling via Mill Hill a train from the other branch would cover it's gap in the normal scheduling. this means that the only additional trains required will be 2-3 required to cover the duration between Edgware and Mill Hill East and the corresponding additonal train required for double track service to Mill Hill East from Finchley.
You could then possibly end up with a route list like:
...and the corresponding reverse routes
Thats some incredibly flexible routing...but it has been accused of being too complex for passengers by others I have tried to explain it to. I don't feel that way, it's only marginally more complex than what we already have, with a multitude of benefits to boot.
Not to mention, 75% of the track bed is still clear, with the remaining 25% only consiting of ~5 industrial buildings (oh, and the M1 ....which can easily be bridged over the line)
Stage 2a
This stage is designed to provide high quality transport links to the residents of the Alexandria Palace area
...or alternativly....
Stage 2b
This stage is designed to provide high quality transport links to the residents of the Alexandria Palace area
This stage resurrects the first part of a conceptually seperate line, the Highgate and Northern Ciity Line (original name for the proposed Bushey Heath to Moorgate services). Depot space is a problem however, the easist option is to provides for it at the perfectly-situated Highgate depot....but the Northern line needs the capacity...lacking it's Aldenham depot as it does. This is the primary problem with this line.
Stage 3
This stage is designed to extend the work begun in stage 2 to provide enough city capacity for the line to be viable in the long term.
Stage 3 completes the creation of a new line, the Northern City Line (I'm sure you can come up with a better name...maybe the WaterCity line ) Whilst the connection with the W&C provides a depot...it is far too small to accomodate the stock required for running the full line. Apparently there are several large unused areas (I'm talking big) present below Waterloo station that were used as Hospitals in the Great War, but as stated previously, the ideal depot facilities are in Highgate. Perhaps later extention south west of Waterloo could eventually find a suitable site, but that is construction on a scale that dwarfs even my grandious proposals....so stage 4 can wait.
Stage A
This stage is a stand-alone addendum designed to extend the Edgware stub of the new network into a practical branch, serving the increased populations due to be present in the Edgebury area in the coming years. This stage is not numbered as it is viable without any of the others coming to pass.
This stage was conceptualised to provide transport links for the redevelopment planned for the Stonebridge and Spur road redevelopment project that will see the estates near enough adjacent to the site of Brockley Hill demolished (603 dwellings), and ~1300 new dwellings constructed in their place. The 100%+ increase in population density will require more extensive transport links, and reviving the extention as far as Brockley Hill seems the obvious choice. The station would not only benefit the redeveloment, but also the nearby properties in the area.
*Whew* Glad to have finally got all that out my head and down where others can rip it to shreds. Seriously though, I know the economics of this make it at best unlikely, but what do *you* think about these ideas?
Stage 1
This stage is designed to leave useful results even if it is canceled mid project, hence the ordering.
- Replacing double tracking to Mill Hill East, and associated works (bridge replacement etc)
- Construction of new station, integrated with sports facilities at Copthall
- Double tracking to new Copthall station
- Construction of new interchange station at Mill Hill Broadway
- At the same time as the above....Reconstruction of Edgware flyover to LNER alignment from roads 2 & 3
- Double track from Copthall station to Edgware flyover
- Construction of new triangle junction just south of Edgware flyover over existing open space, allowing trains to run between the Golder's Green and Highgate depots without clogging the Camden points. This would also obviously also allow trains from Golder's Green to run via HighGate in a loop and vice versa.
- Construction of new triangle junction just north of Finchley Central, allowing trains from High Barnet to run via Golder's Green and vice versa.
This stage provides a valuble suburban oribital route between Barnet's major northmost population centres, whilst also enabling the movement of stock easily without clogging the valuble Camden points' capacity. I don't know about you lot, but I hate taking the 221 bus from Edgware to Finchley...it takes a absoulte age to go round the houses...and it *really* annoys me to know its running largly parallel to a viable railway route
The service patterns can be highly symmetrical, i.e. for each train travelling via Mill Hill a train from the other branch would cover it's gap in the normal scheduling. this means that the only additional trains required will be 2-3 required to cover the duration between Edgware and Mill Hill East and the corresponding additonal train required for double track service to Mill Hill East from Finchley.
You could then possibly end up with a route list like:
- HB to Morden via GG & CC
- HB to Morden via GG & Bank
- HB to Morden via Hg & CC
- HB to Morden via Hg & Bank
- Ew to Morden via GG & CC
- Ew to Morden via GG & Bank
- Ew to Morden via Hg & CC
- Ew to Morden via Hg & Bank
...and the corresponding reverse routes
Thats some incredibly flexible routing...but it has been accused of being too complex for passengers by others I have tried to explain it to. I don't feel that way, it's only marginally more complex than what we already have, with a multitude of benefits to boot.
Not to mention, 75% of the track bed is still clear, with the remaining 25% only consiting of ~5 industrial buildings (oh, and the M1 ....which can easily be bridged over the line)
Stage 2a
This stage is designed to provide high quality transport links to the residents of the Alexandria Palace area
- Re-lay the double tracks from Finsbury park to Highgate high-level, and associated works (rebuild the bridges that caused it to be pulled up in the first place!)
- Re-lay the track to the closed Alexandria palace station, rebuilding demolished stations as required.
- Run services to Kings Cross.
...or alternativly....
Stage 2b
This stage is designed to provide high quality transport links to the residents of the Alexandria Palace area
- Re-lay the double tracks from Finsbury park to Highgate high-level, and associated works (rebuild the bridges that caused it to be pulled up in the first place!)
- Re-lay the track to the closed Cranley Gardens station, rebuilding as required.
- Dig new tunnel through Muswell Hill to new station underneath the W.A.G.N. Alexandria Palace station, constructing stations at appropriate points along the line (probably in same locations as before if previous route is followed).
This stage resurrects the first part of a conceptually seperate line, the Highgate and Northern Ciity Line (original name for the proposed Bushey Heath to Moorgate services). Depot space is a problem however, the easist option is to provides for it at the perfectly-situated Highgate depot....but the Northern line needs the capacity...lacking it's Aldenham depot as it does. This is the primary problem with this line.
Stage 3
This stage is designed to extend the work begun in stage 2 to provide enough city capacity for the line to be viable in the long term.
- Construct new low-level platforms at Finsbury park and connect with the former Northern City line, completing the planned Northen Heights conceptual line.
- Dig new tunnels for the ~500 yards seperating Moorgate and the Bank terminus of the Waterloo and City Line.
Stage 3 completes the creation of a new line, the Northern City Line (I'm sure you can come up with a better name...maybe the WaterCity line ) Whilst the connection with the W&C provides a depot...it is far too small to accomodate the stock required for running the full line. Apparently there are several large unused areas (I'm talking big) present below Waterloo station that were used as Hospitals in the Great War, but as stated previously, the ideal depot facilities are in Highgate. Perhaps later extention south west of Waterloo could eventually find a suitable site, but that is construction on a scale that dwarfs even my grandious proposals....so stage 4 can wait.
Stage A
This stage is a stand-alone addendum designed to extend the Edgware stub of the new network into a practical branch, serving the increased populations due to be present in the Edgebury area in the coming years. This stage is not numbered as it is viable without any of the others coming to pass.
- Demolish the ~30 homes built in the 60's along the route of the Aldenham extention
- Dig a cutting for the railway along the route as far as Brockley Hill
- Build station and lay track from Edgware
This stage was conceptualised to provide transport links for the redevelopment planned for the Stonebridge and Spur road redevelopment project that will see the estates near enough adjacent to the site of Brockley Hill demolished (603 dwellings), and ~1300 new dwellings constructed in their place. The 100%+ increase in population density will require more extensive transport links, and reviving the extention as far as Brockley Hill seems the obvious choice. The station would not only benefit the redeveloment, but also the nearby properties in the area.
*Whew* Glad to have finally got all that out my head and down where others can rip it to shreds. Seriously though, I know the economics of this make it at best unlikely, but what do *you* think about these ideas?