Is there going to be capacity at OOC for that much? I don't know what space there will be for platforms, but I had the impression that it was going to be just the one for the Ruislip line, and how much of the route that way will be doubled?
I think I've already said this elsewhere in this thread, but that doesn't seem like a desirable outcome given the loss of direct City services and the change from a direct service to walking from Marylebone to Baker Street; even if frequent options are available from Harrow-on-the-Hill, Uxbridge peak services aren't quiet enough for those to provide enough capacity.
I think they might complain a bit in the abstract, but once they understand what they are getting they will not regret it afterwards.
I don't know about double tracking, but did recall two bays at OOC in the plan - which is more than enough. I think having two 2tph services would be easier for interworking/turns, but perhaps not.
Electrification quite often comes along with re-signalling and other enhancements. I think the MML is right now the only significant electrification project that doesn't have a resignalling component - and that makes it a bit unusual.
2 platforms is probably enough, but you're not getting 4tph each way all the way to Ruislip without doubling a decent chunk of it. There's probably more margin if they didn't go to 4 different destinations as you wouldn't get a delay at Islip causing another delay at Aylesbury because of a stretch of single track or not having enough flexibility at OOC.
You could do 4tph on one platform if you can keep a 5 minute reoccupation and 10 minute turnaround.
If you're building a platform with access (and all that), you might as well put another track on the other side, even if there's a single lead junction in the throat serving both.
Currently 8½min running time each way on the Chesham branch, not including stand time, 3tph at best.
Was it ever 6½ minutes each way or is that a case of false memory on my part?
In minutes, passengers, revenue, or infrastructure?
Minutes sorry!
Fastest Journey from Marylebone to Aylesbury is advertised as 49 minutes. Milton Keynes to Aylesbury was touted as 33 minutes in some early publicity a quick google has turned up. https://www.eastwestrail.org.uk/wp-content/uploads/2015/03/2013814_east_west_rail_leaflet_2.pdf
How does that follow?
That does sound more useful!
I will be honest, I think I must have just dropped an almighty howler and added an hour on. I won't even claim a mistype!
The only people it'd be particularly useful to would be Winslow who would otherwise have no direct London serivce, but even they'd probably be quicker changing at Bletchley.
Agree, although keeping them separate may be necessary at first for initial introduction.
If through London services ended via Monks - and it was a shuttle, then yes, linking two shuttles is good.
Perhaps Chiltern ordering a mainline version of the Movia product with a slightly higher top speed of 75mph (plus battery capacity for AVP to Aylesbury/Neasden to Marylebone) would make sense.
Whenever a major railway line is closed the result is inconvenience and sometimes chaos for the affected passengers. In the event of a WCML incident preventing access to Euston, alighting at Bletchley or Milton Keynes and taking a DMU to Aylesbury would be a pretty minor irritation.
I wish that was the case! Peak services are formed of either 3 or 4 carriages, which is the same as off peak, with some even being 2! 6 Carriages can't happen unless some are locked out, and there's only 2 5 cars booked, one early morning and one late night.
