Deleted
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Post by Deleted on Dec 8, 2009 19:13:42 GMT
I've started a new thread, so as not to take the thread "Trains stopping @ Willesden Green" wildly off topic. Yes I agree! We don't what Met trains stopping at Neasden and Willesden Grn, it will slow the service down greatly. Why not opening Swiss Cottage, Marlborough Road and Lords then? ;D According to the books I have on the Met, by the likes of Mike Horne and Bob Bayman, the stations closed because they were either: a) so close to the new Bakerloo line stations, it would not have been economical to keep them open, or b) they were slowing the service down too much. Unfortunately, I have none of the books currently to hand. My memory is telling me at least one of them was shut because stopping there was slowing the service down, so surely re-opening the three stations would crucify the service completely, given how many more passengers there are than back in the 1920s/30s? |
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Post by superteacher on Dec 8, 2009 19:32:00 GMT
Yes, they are all very close to the (then) new Bakerloo stations. Being a longer distance service, it makes more sense for the Met to be able to run non stop from Wembley Park to Finchley Road, then from Finchley Road to Baker Street.
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metman
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Post by metman on Dec 8, 2009 19:48:18 GMT
Lords(St Johns Wood) was to be retained but it suffered war damage, so that was that!
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Post by Deleted on Dec 8, 2009 20:19:46 GMT
...and Swiss Cottage was operated as a 4 platform Met/Bakerloo station for a short time.
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Post by Deleted on Dec 8, 2009 23:37:23 GMT
AIUI, for some time before 1939, line capacity constraints on the double track section between Baker St and Finchley Road meant that the intermediate stations were closed at peak hours.
And effectively the Bakerloo extension to Stanmore was in part a quadrupling of that section, with the the new Bakerloo station (which AIUI were completely new and separate) replacing those on the Met.
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mrfs42
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Post by mrfs42 on Dec 9, 2009 0:04:19 GMT
...and Swiss Cottage was operated as a 4 platform Met/Bakerloo station for a short time. Desperately short - 20/11/39 - 17/8/40. However, the new Bakerloo junctions at Baker Street came into use a while before that on 26/8/39 and the operational alterations for the new tunnels started as far back as 18/9/38 when the lines swapped directions and had other signalling alterations between Swiss Cottage and Neasden. Interestingly the serious (laying rails and all that jazz) work in the new tunnels started at a very precise time - 9.34pm on Sat. 22nd April 1939.  |
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Post by mikebuzz on Dec 9, 2009 14:15:47 GMT
AIUI, for some time before 1939, line capacity constraints on the double track section between Baker St and Finchley Road meant that the intermediate stations were closed at peak hours. And effectively the Bakerloo extension to Stanmore was in part a quadrupling of that section, with the the new Bakerloo station (which AIUI were completely new and separate) replacing those on the Met. The Met was quadrupled from Finchley road to Harrow during WWI but the section between Baker Street and Finchley Road wasn't (it would of course have needed 2 new tunnels). There was a plan in 1925 to make a tube link between Edgware Road and Kilburn to plug the gap. The addition of the Watford branch and increased Metroland demand put pressure on the Met south of Finchley Road, and the Stanmore branch even more so, making a relief pair of tracks more urgent. Instead of the Met link, the Bakerloo had a branch put on it. |
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Post by mrjrt on Dec 11, 2009 18:14:37 GMT
I do wonder how they planned to connect at Kilburn, given the height the line's running at at that point, and the high probability that the new route would be running under the Edgware road...
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metman
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Post by metman on Dec 12, 2009 1:09:58 GMT
I'm sure it would have been very difficult. I would imagine a similar route to the Chiltern line would have been taken. Just as well Edgware Rd was rebuilt to 4 platforms or the whole T cup plan would never work. ;D
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Post by abe on Dec 12, 2009 6:32:04 GMT
The line between Kilburn and Edgware Road would actually have diverged just south of Willesden Green, stayed at ground level, and descended to tunnel beneath Kilburn High Road. It would have had a flying junction in effect, with the up line passing beneath the existing tracks just west of Kilburn station. The tunnels would have been slightly smaller than on the GN&CR, at 15 ft 6 ins diameter.
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Yes I agree!
