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Post by rif153 on May 9, 2020 12:39:01 GMT
I would extend Crossrail from Heathrow Terminal 5 onto Staines. For years a southern rail link to Heathrow has been talked of but failed to get off the ground - stumbling at the hurdle of level crossings on the Waterloo-Reading line and Hounslow loop. Whilst I think a direct Waterloo/Clapham Junction-Heathrow link would of course be best but a change at Staines will make it far easier to connect to SWR services. At the same time I would extend the oyster area to Staines with special fares.
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Post by Dillon95 on May 9, 2020 16:21:19 GMT
I would extend Crossrail from Heathrow Terminal 5 onto Staines. For years a southern rail link to Heathrow has been talked of but failed to get off the ground - stumbling at the hurdle of level crossings on the Waterloo-Reading line and Hounslow loop. Whilst I think a direct Waterloo/Clapham Junction-Heathrow link would of course be best but a change at Staines will make it far easier to connect to SWR services. At the same time I would extend the oyster area to Staines with special fares. Staines should definitely be in the Oyster Zones. As should Sevenoaks (Dunton Green, Eynsford, Shoreham, Otford and Bat & Ball along with it).
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Post by route53 on May 9, 2020 17:46:32 GMT
May as well include stations to Gravesend as well then, since that’ll one day be CrossRail territory.
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Post by rif153 on May 9, 2020 18:33:52 GMT
I would extend Crossrail from Heathrow Terminal 5 onto Staines. For years a southern rail link to Heathrow has been talked of but failed to get off the ground - stumbling at the hurdle of level crossings on the Waterloo-Reading line and Hounslow loop. Whilst I think a direct Waterloo/Clapham Junction-Heathrow link would of course be best but a change at Staines will make it far easier to connect to SWR services. At the same time I would extend the oyster area to Staines with special fares. Staines should definitely be in the Oyster Zones. As should Sevenoaks (Dunton Green, Eynsford, Shoreham, Otford and Bat & Ball along with it). Indeed. I don't like how several stations in Hertfordshire; Brookmans Park, Hatfield, Harpenden, Luton Airport Parkway, St Albans City, Welham Green and Welwyn Garden City where you can use contactless but not oyster. It just seems odd and inconsistent that you can only use contactless at these stations. However, I suspect oyster's days are numbered and contactless will overtake it in future, but it seems a strange inconsistency that Thameslink and Great Northern stations in Hertfordshire are contactless only whilst future Crossrail stations in Berkshire will allow oyster.
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Post by metrobusfan on May 9, 2020 19:12:08 GMT
Staines should definitely be in the Oyster Zones. As should Sevenoaks (Dunton Green, Eynsford, Shoreham, Otford and Bat & Ball along with it). Indeed. I don't like how several stations in Hertfordshire; Brookmans Park, Hatfield, Harpenden, Luton Airport Parkway, St Albans City, Welham Green and Welwyn Garden City where you can use contactless but not oyster. It just seems odd and inconsistent that you can only use contactless at these stations. However, I suspect oyster's days are numbered and contactless will overtake it in future, but it seems a strange inconsistency that Thameslink and Great Northern stations in Hertfordshire are contactless only whilst future Crossrail stations in Berkshire will allow oyster. I can only guess its that crossrail is tfl and thameslink isn't
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Post by Deleted on May 9, 2020 19:16:03 GMT
The Sutton-Wimbledon loop is better suited to to being an LO route, that along with the Catford line to Sevenoaks. Thameslink shouldn’t be a mixture between a glorified tube line and a Cross London inter urban express, Thameslink should just be an interurban express network, no all stations services, fast or semi fast only Were money no object, I'd extend the District Line from Wimbledon to Sutton; two terminating platforms would be converted into through platforms and an underpass under the mainline would need to be built. It would bring the Underground to Sutton and TfL could give the neglected stations on the loop some TLC. However, I realise money is an object and this would be expensive and not feasible. Nevertheless, the Sutton loop is neglected and I TfL could improve the loop and make it more attractive - I have friends who live in the area and wouldn't dream of using the Sutton loop, instead going to Morden to get the Northern Line. As much I would love this, it would cost an absolute fortune with the works at Wimbledon required and new terminating platforms at Sutton required. I’ve always been in favour of the tram taking over the Thameslink line with a spur onto the Croydon line allowing for trams from Sutton to Croydon and beyond in the AM/PM peaks without changing in Wimbledon. Cheaper Tramlink spec terminating platforms could be built just outside Sutton station connecting to the mainline with a bridge and a separate entrance in place of the old post office opposite the Morrisons car park. This would be more cost effective and allow increased capacity on the Sutton loop. A few extra stops could be built on the line as well to increase access to passengers.
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Post by ADH45258 on May 9, 2020 23:19:46 GMT
I would extend Crossrail from Heathrow Terminal 5 onto Staines. For years a southern rail link to Heathrow has been talked of but failed to get off the ground - stumbling at the hurdle of level crossings on the Waterloo-Reading line and Hounslow loop. Whilst I think a direct Waterloo/Clapham Junction-Heathrow link would of course be best but a change at Staines will make it far easier to connect to SWR services. At the same time I would extend the oyster area to Staines with special fares. Staines should definitely be in the Oyster Zones. As should Sevenoaks (Dunton Green, Eynsford, Shoreham, Otford and Bat & Ball along with it). I think at a minimum, all stations within the M25 should accept oyster/contactless
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Post by Eastlondoner62 on May 9, 2020 23:27:37 GMT
I would extend Crossrail from Heathrow Terminal 5 onto Staines. For years a southern rail link to Heathrow has been talked of but failed to get off the ground - stumbling at the hurdle of level crossings on the Waterloo-Reading line and Hounslow loop. Whilst I think a direct Waterloo/Clapham Junction-Heathrow link would of course be best but a change at Staines will make it far easier to connect to SWR services. At the same time I would extend the oyster area to Staines with special fares. Staines should definitely be in the Oyster Zones. As should Sevenoaks (Dunton Green, Eynsford, Shoreham, Otford and Bat & Ball along with it). I think SWR are quite happy with it being outside Oyster, Thorpe Park must earn them a lot of money
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Post by rif153 on May 10, 2020 10:46:47 GMT
Were money no object, I'd extend the District Line from Wimbledon to Sutton; two terminating platforms would be converted into through platforms and an underpass under the mainline would need to be built. It would bring the Underground to Sutton and TfL could give the neglected stations on the some TLC. However, I realise money is an object and this would be expensive and not feasible. Nevertheless, the Sutton loop is neglected and I TfL could improve the loop and make it more attractive - I have friends who live in the area and wouldn't dream of using the Sutton loop, instead going to Morden to get the Northern Line. As much I would love this, it would cost an absolute fortune with the works at Wimbledon required and new terminating platforms at Sutton required. I’ve always been in favour of the tram taking over the Thameslink line with a spur onto the Croydon line allowing for trams from Sutton to Croydon and beyond in the AM/PM peaks without changing in Wimbledon. Cheaper Tramlink spec terminating platforms could be built just outside Sutton station connecting to the mainline with a bridge and a separate entrance in place of the old post office opposite the Morrisons car park. This would be more cost effective and allow increased capacity on the Sutton loop. A few extra stops could be built on the line as well to increase access to passengers. If TfL convert the Sutton loop to tram they should do it properly. I think the Tram taking over the Sutton loop line from Wimbledon-Sutton Common as proposed in the consultation isn't a good idea as then you would sever West Sutton off the loop line and remove its connection to Wimbledon. I think it would make sense from the tramlink to take over the entire Sutton loop with new tracks laid for the final part into Sutton and West Sutton's position curving away from Sutton town centre makes it awkward to serve, not sure if relocating West Sutton is an option. However, I favour the option of a North-South tram link being built to link to the existing tram network and connect areas currently poorly served. Ideally I'd want both but with my pragmatic hat on I realise only one is possible.
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Post by ADH45258 on Jun 4, 2020 22:55:59 GMT
Looking at the rail network in South London, I think there is a case to heavily simplify the routeings into London terminals amongst the different operators, though I understand much of this is unlikely to be possible due to the paths available.
There are a number of stations in south London (or southern Home Counties) which have services to multiple London terminals, which can make journey planning more confusing than having a standard route to/from Central London.
I would divert most Southern services at London Bridge to instead terminate at Victoria. London Overground would take over some stopping services to serve stations via New Cross Gate or Peckham Rye. The fast paths between London Bridge and East Croydon would continue to be served by ThamesLink.
I would then divert Southeastern services at Victoria to instead go via Grove Park and London Bridge. London Overground would take over the stopping service from Victoria to Bromley South and Orpington. The terminals in the London Bridge area could then perhaps be simplified, maybe with longer-distance Southeastern services terminating at London Bridge, while semi-fast or metro services would continue to Cannon Street or Charing Cross - perhaps one of these terminals could be used for services towards Dartford, with the other used for those via Orpington or Swanley?
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Post by greenboy on Jun 5, 2020 7:44:41 GMT
Looking at the rail network in South London, I think there is a case to heavily simplify the routeings into London terminals amongst the different operators, though I understand much of this is unlikely to be possible due to the paths available. There are a number of stations in south London (or southern Home Counties) which have services to multiple London terminals, which can make journey planning more confusing than having a standard route to/from Central London. I would divert most Southern services at London Bridge to instead terminate at Victoria. London Overground would take over some stopping services to serve stations via New Cross Gate or Peckham Rye. The fast paths between London Bridge and East Croydon would continue to be served by ThamesLink. I would then divert Southeastern services at Victoria to instead go via Grove Park and London Bridge. London Overground would take over the stopping service from Victoria to Bromley South and Orpington. The terminals in the London Bridge area could then perhaps be simplified, maybe with longer-distance Southeastern services terminating at London Bridge, while semi-fast or metro services would continue to Cannon Street or Charing Cross - perhaps one of these terminals could be used for services towards Dartford, with the other used for those via Orpington or Swanley? To be honest I don't see how any of this would work, I can't see what would be gained by LO taking over the Victoria to Orpington service when there would still be the same track capacity issues. There is already a Orpington to London Bridge service and I don't see how Southern services that currently terminate at London Bridge can be rerouted to Victoria.
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Post by rif153 on Jun 5, 2020 18:11:11 GMT
I would then divert Southeastern services at Vitoria to instead go via Grove Park and London Bridge. London Overground would take over the stopping service from Victoria to Bromley South and Orpington. The terminals in the London Bridge area could then perhaps be simplified, maybe with longer-distance Southeastern services terminating at London Bridge, while semi-fast or metro services would continue to Cannon Street or Charing Cross - perhaps one of these terminals could be used for services towards Dartford, with the other used for those via Orpington or Swanley? Surely the last thing Lewisham needs is even more trains passing through it as the junction is already a terrible nightmare and a huge cause of hold ups.
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Post by ADH45258 on Jun 5, 2020 22:22:44 GMT
Looking at the rail network in South London, I think there is a case to heavily simplify the routeings into London terminals amongst the different operators, though I understand much of this is unlikely to be possible due to the paths available. There are a number of stations in south London (or southern Home Counties) which have services to multiple London terminals, which can make journey planning more confusing than having a standard route to/from Central London. I would divert most Southern services at London Bridge to instead terminate at Victoria. London Overground would take over some stopping services to serve stations via New Cross Gate or Peckham Rye. The fast paths between London Bridge and East Croydon would continue to be served by ThamesLink. I would then divert Southeastern services at Victoria to instead go via Grove Park and London Bridge. London Overground would take over the stopping service from Victoria to Bromley South and Orpington. The terminals in the London Bridge area could then perhaps be simplified, maybe with longer-distance Southeastern services terminating at London Bridge, while semi-fast or metro services would continue to Cannon Street or Charing Cross - perhaps one of these terminals could be used for services towards Dartford, with the other used for those via Orpington or Swanley? To be honest I don't see how any of this would work, I can't see what would be gained by LO taking over the Victoria to Orpington service when there would still be the same track capacity issues. There is already a Orpington to London Bridge service and I don't see how Southern services that currently terminate at London Bridge can be rerouted to Victoria. Most London Bridge services would be rerouted at East Croydon to go via Balham and Clapham Junction into Victoria. Shorter-distance stopping services would continue into London Bridge, but as London Overground (stations via Peckham Rye or New Cross Gate).
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Post by SILENCED on Jun 5, 2020 23:18:20 GMT
To be honest I don't see how any of this would work, I can't see what would be gained by LO taking over the Victoria to Orpington service when there would still be the same track capacity issues. There is already a Orpington to London Bridge service and I don't see how Southern services that currently terminate at London Bridge can be rerouted to Victoria. Most London Bridge services would be rerouted at East CroydoWn to go via Balham and Clapham Junction into Victoria. Shorter-distance stopping services would continue into London Bridge, but as London Overground (stations via Peckham Rye or New Cross Gate). Would severely under utilise the lines via Norwood Junction and doubt there is the capacity to send them all down the Victoria main line. What would uses the terminating bays at LB?
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Post by ADH45258 on Jun 6, 2020 23:17:41 GMT
Most London Bridge services would be rerouted at East CroydoWn to go via Balham and Clapham Junction into Victoria. Shorter-distance stopping services would continue into London Bridge, but as London Overground (stations via Peckham Rye or New Cross Gate). Would severely under utilise the lines via Norwood Junction and doubt there is the capacity to send them all down the Victoria main line. What would uses the terminating bays at LB? Terminating bays at London Bridge would be replaced by diverting the Southeastern services that currently terminate at Victoria
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