Why do Richmond and Ealing BW trains not run to Edgware Road

Upminster and Barking drivers do not go beyond HSK. This goes back to C stock days.

London Underground timetables and operations have spent many years proving that simple repetitive routings make line control in times of disruption simpler, and ease recovery after disruption. Having multiple interlocking routes is a recipe for disaster, and would put reliability and recoverability of service in doubt. So have the passengers do a cross platform change, not the trains works out better.
There is no spare platform capacity at Edgware Road to reverse another or higher level of service, remember 1 bay platform reverses the Circle Line, the other bay platform reverses the District, with each on a 10 minute service pattern, and needing at least 5 minutes (preferably more) to reverse the train, there's no room for anything else.
On the odd occasion at the service start-up (and on frequency changes during the day) there might be an odd train from Ealing run to Edgware Road, but there's a total block on anything to/from Richmond running to Edgware Road.

Stepping-back of District trains at Edgware Road is on the cards, possibly not for WTT152 in September but soon after, to provide a 7½min frequency or lower.

Nothing too much for the District, mostly to accommodate the changes to the faster running time of Circle H&C trains Hammersmith-Whitechapel/Tower Hill and the retiming and service changes across the Piccadilly Line.
Metropolitan will also have additional City trains in the peak as well as faster running from Finchley Road-Aldgate

I’m trying to remember the last time I was aware of a train using p2 or p3 from the east!

Can only go into pfm.2 from east after using shunt-ahead from pfm.1.
No direct access into pfm.2 from east

I think this thread proves that optimists and innovators will always try and find the reason "why" to do something and see how it works

Whereas there are others who will deliberately go and look for a "reason why not" to do something.

Thank goodness we do still have some innovators in this country.

"Different" and "innovative" don't necessarily mean "complex"

Indeed.

Look back at the weeping and wailing and gnashing of teeth when breaking the Circle and forming the 'teacup' came up. Impossible. Impractical. They all said.


One argument for not doing something is complex train crew and who know what, and I don't dis-agree, but innovation in this example of origin points to Edgware Road does imply all crews would have to know all routes - and that does not complexicate things when it comes to recovery, it SIMPLYFIES them. !

But ... "we've always done it this way" ........

Trains from the Bayswater direction sometimes queue to enter Edgware Road, when this happens it would seem better if there was the option to reverse at the station before - Paddington - which for many passengers IS their destination. It would also reduce overcrowding caused by waiting passengers.

A crossover between Paddington and Praed Street junction with passengers tipped out onto the platform would mean (1) was not an issue, but would not solve (2) or (3). A reversing siding between the tracks where it could wait out the way of other trains until it's turn would resolve (3) but (a) there isn't space, (b) even if there was it would be very expensive to build, (c) it would not solve the crew relief at Edgware Road issue and (d) I'm not sure how much of the original problem it would solve. Even with just (b) and (d) that would be a non-starter in practical terms.

Rebuilding High Street Kensington so platform 3 was the normal northbound through platform and platform 2 was a bi-directional through platform where trains could wait their turn would (in combination with a reversing siding between Paddington and Praed Street junction) solve (1) and (3) and possibly slightly mitigate the delay issues (by having timetables that took advantage of the flexibility at HSK to allow for recovery time there). I don't know whether this would be possible (a quick look at various online resources combined with my own memories of HSK suggests that it isn't obviously either possible or impossible, although the platform would need to move south) but even if it is then it would be very expensive, wouldn't solve issue (2) and so be very unlikely to be good value for money.

The only District crews to do the Circle were from Parsons Green. Acton Town crews signed to Edgware Road. Upminster and Barking (District) crews didn't go beyond High Street until fairly modern times. I don't think that was until well after the 1970s. I don't recall east end staff doing Edgware Road services in the early 1970s when I was on the District, but I may be wrong.

Presumably that would have effectively abolished the Hammersmith and City line?

I remember changing the TD signs at Cannon St and Tower Hill for new glass that showed Olympia’s