misty
Conductor
9518 in Battersea with shattered windcsreen and damaged nearside front wing. Showing 344 on the back
Posts: 112
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Post by misty on Jul 19, 2018 13:34:18 GMT
I can see the 6 being diverted at Hyde Park Corner along route 414 to Putney Bridge which would be the end of the 414. Of course the 414 could be extended to Willesden or beyond after all Willesden is only approx 12 minutes beyond Media Hill.
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Post by Arriva London Explorer on Jul 19, 2018 13:44:39 GMT
If any future changes happen 328 should be extended to Battersea Bridge, that short extension would be key linking Battersea to Earls Court and good for reliability. 391 could be withdrawn and extend 371 to Chiswick Business park it will connect the business park to the west side and replace the 27 if the axe to Hammersmith is coming and frequency with H91 and 267 reliable. 371 would go to Keep garden so the link isn't lost and 391 ,could be withdrawn with 424 going on imperial road. I think 31 and 28 is fine tbh I don't get how extending the 328 is good for reliability? Link from NW to SW London and also Chelsea world end seems pointless tbh |
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Post by sid on Jul 19, 2018 13:48:12 GMT
I don't get how extending the 328 is good for reliability? Link from NW to SW London and also Chelsea world end seems pointless tbh Why does it? |
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Post by rmz19 on Jul 19, 2018 13:49:58 GMT
I don't get how extending the 328 is good for reliability? Link from NW to SW London and also Chelsea world end seems pointless tbh Well used buses on the 328 from both termini throughout the route suggests it's far from pointless. Any extension to the 328 wouldn't be ideal for its reliability, the route is perfect as it is. |
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Post by vjaska on Jul 19, 2018 14:06:48 GMT
I don't get how extending the 328 is good for reliability? Link from NW to SW London and also Chelsea world end seems pointless tbh You haven't answered my question - I'm aware of the links it would provide nor did I ask about the 328's current terminus but I asked how you came to the conclusion that extending it is good for reliability? |
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Post by sid on Jul 19, 2018 14:08:44 GMT
The 345 shouldn't be at risk as even though the Overground has taken some custom, buses are still busy because it offers many local links that neither the Overground nor other bus routes do. The 219 is an inadequate replacement given its single decker and contends with a lot of traffic on Trinity Road & at Colliers Wood. The Overground section referred to has a maximum frequency of 15 minutes, with no scope for enhancement, serves no part of Brixton and only the fringes of Camberwell too. I used this line regularly to visit a relative in Kings College Hospital and it's very well used. I suspect a lot of people, like myself, would have previously travelled via zone 1 but I suspect many are former users of the 345 which seems a lot quieter than it used to be. It's a shame that a high level platform at Brixton isn't viable and obviously the train can't replace every bus journey but given the decline in usage and the fact all but a very short section is covered by other routes it looks at risk to me. |
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Post by vjaska on Jul 19, 2018 14:16:48 GMT
The Overground section referred to has a maximum frequency of 15 minutes, with no scope for enhancement, serves no part of Brixton and only the fringes of Camberwell too. I used this line regularly to visit a relative in Kings College Hospital and it's very well used. I suspect a lot of people, like myself, would have previously travelled via zone 1 but I suspect many are former users of the 345 which seems a lot quieter than it used to be. It's a shame that a high level platform at Brixton isn't viable and obviously the train can't replace every bus journey but given the decline in usage and the fact all but a very short section is covered by other routes it looks at risk to me. Have to disagree that it's a lot quieter than it was, it is still regularly busy as ever. Some demand will have dropped off but plenty still require this bus because of all the local links that other buses or the Overground cannot match. It has had a frequency cut which presumably matches the small loss of people to the Overground but it's still very much needed at its current level. |
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Post by snoggle on Jul 19, 2018 17:22:29 GMT
Here's a thematic list of possible changes. - some Outer London "long" routes will have the "X140" treatment done to them. 114, 182, 183 are likely NW London candidates. Stopping services will be reduced / curtailed / restructured to "justify" the express service. - networks in places like Romford, Bromley, Edgware, Harrow, Uxbridge, Croydon all to be reviewed and rationalised to reduce overlaps and require more interchange. For example I can't see places like Rainham (Essex) retaining 4 bus routes. I don't see Abbey Wood Lane retaining two bus links. You don't need to be very clever to see how you can remove mileage and route overlaps. Same applies to the north and east of Romford. Same principles can be applied in multiple places. - cross Zone 1 routes to be progressively broken and dismantled. Some route restructuring to create new links or restore old ones lost in recent changes. - some radial to Zone 1 routes to go completely. I can see the 59/159 befalling this with a more intensive shuttle south from Brixton tube (as was done with the 109 years back). Remember the 1970s and 1980s are in vogue again at TfL Towers. - Marginal "weak" suburban routes to lose early morning, evening and Sunday services. Can see this happening on multiple routes in Orpington, Bromley, Uxbridge, Barnet, Bexley. - Some faffing around, years too late, to get new links into areas experiencing huge housing growth such as parts inner SE London (Deptford / Greenwich / Rotherhithe). I think North Greenwich peninsula and Canada Water may become a disaster area for TfL as the scale of development overwhelms its ability to cope. Developer funding will be insufficient and too short lived to support the right level of transport provision. The nearest tube and Overground stations are also doomed - e.g. Canada Water and Surrey Quays - to years of overcrowding. - I am not convinced about the so called "growth / opportunity area" argument that TfL will put in more resources to these areas. I think it will fail to do so - especially if developers are forced to adopt "Healthy Streets" design principles with cycle paths, cycle parking, direct walking routes and no car parking. TfL will deliberately under resource the bus network to make the Mayor's wider agenda successful. So in short a right old mess is headed our way if you like a multi layered, multi functional bus network.  |
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Post by ServerKing on Jul 19, 2018 18:03:12 GMT
Here's a thematic list of possible changes. - some Outer London "long" routes will have the "X140" treatment done to them. 114, 182, 183 are likely NW London candidates. Stopping services will be reduced / curtailed / restructured to "justify" the express service. - networks in places like Romford, Bromley, Edgware, Harrow, Uxbridge, Croydon all to be reviewed and rationalised to reduce overlaps and require more interchange. For example I can't see places like Rainham (Essex) retaining 4 bus routes. I don't see Abbey Wood Lane retaining two bus links. You don't need to be very clever to see how you can remove mileage and route overlaps. Same applies to the north and east of Romford. Same principles can be applied in multiple places. - cross Zone 1 routes to be progressively broken and dismantled. Some route restructuring to create new links or restore old ones lost in recent changes. - some radial to Zone 1 routes to go completely. I can see the 59/159 befalling this with a more intensive shuttle south from Brixton tube (as was done with the 109 years back). Remember the 1970s and 1980s are in vogue again at TfL Towers. - Marginal "weak" suburban routes to lose early morning, evening and Sunday services. Can see this happening on multiple routes in Orpington, Bromley, Uxbridge, Barnet, Bexley. - Some faffing around, years too late, to get new links into areas experiencing huge housing growth such as parts inner SE London (Deptford / Greenwich / Rotherhithe). I think North Greenwich peninsula and Canada Water may become a disaster area for TfL as the scale of development overwhelms its ability to cope. Developer funding will be insufficient and too short lived to support the right level of transport provision. The nearest tube and Overground stations are also doomed - e.g. Canada Water and Surrey Quays - to years of overcrowding. - I am not convinced about the so called "growth / opportunity area" argument that TfL will put in more resources to these areas. I think it will fail to do so - especially if developers are forced to adopt "Healthy Streets" design principles with cycle paths, cycle parking, direct walking routes and no car parking. TfL will deliberately under resource the bus network to make the Mayor's wider agenda successful. So in short a right old mess is headed our way if you like a multi layered, multi functional bus network. In between trying to watch Police Interceptors on Channel 5 catch-up, the inevitable ad breaks brought up TfL's latest propoganda ad about 'Leaving the Car at Home and Discovering London'.... I wonder how many of us would want to do that if the buses we are expected to use to discover London get cut back? There was talk about them taking a large chunk of the 427 away and it running Uxbridge to Southall, no longer to Acton... forcing everyone to cram onto a 207 at Southall Broadway (not the best place traffic-wise ) to continue their eastward journey  I guess the 607 wil get more use as a direct route if that happens, but it all seems a mess  |
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Post by Arriva London Explorer on Jul 19, 2018 18:38:12 GMT
Link from NW to SW London and also Chelsea world end seems pointless tbh You haven't answered my question - I'm aware of the links it would provide nor did I ask about the 328's current terminus but I asked how you came to the conclusion that extending it is good for reliability? I've clearly ask your question... I don't get why your being rude it's not that big of a deal it's just people expressing opinions and your very draining |
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Post by joefrombow on Jul 19, 2018 19:03:21 GMT
Can I suggest D8 being withdrawn Of course, what is your reasoning? Since it's rerouting and double decking outside of peaks it mainly carrys fresh air I would say maybe not withdraw but it may go back to the original routing . |
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Deleted
Deleted Member
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Post by Deleted on Jul 19, 2018 19:26:42 GMT
Of course, what is your reasoning? Since it's rerouting and double decking outside of peaks it mainly carrys fresh air I would say maybe not withdraw but it may go back to the original routing . Can't see the route swapping back with the 108 that would be a big U turn for TfL
They just need to make the route more useful - was talk at one stage of a extension to Leyton I believe ?
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Post by danorak on Jul 19, 2018 21:03:04 GMT
- cross Zone 1 routes to be progressively broken and dismantled. Some route restructuring to create new links or restore old ones lost in recent changes. - some radial to Zone 1 routes to go completely. I can see the 59/159 befalling this with a more intensive shuttle south from Brixton tube (as was done with the 109 years back). Remember the 1970s and 1980s are in vogue again at TfL Towers. Not sure about breaking cross zone 1 routes. It was the 1992 'Catch the Central Changes' that did this that led to the overbussing of Oxford Street. I certainly remember one LBL subsidiary boss commenting on it at the time. I do expect some rationalisation over certain zone 1 corridors so I could envisage more routes that go from zone 2 (as it were) through zone 1 to the other side, with routes feeding into them. The 14/19/22/38/73 NE-SW axis feels ripe for this, and the 73/476 feel likely to be merged in some way. I agree that the 3/59/109 corridor looks a likely candidate for tweaking, with even the 333 getting dragged into it. |
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Post by ronnie on Jul 19, 2018 21:22:50 GMT
Can I suggest D8 being withdrawn <iframe width="24.200000000000045" height="2.980000000000004" style="position: absolute; width: 24.200000000000045px; height: 2.980000000000004px; z-index: -9999; border-style: none;left: 15px; top: -5px;" id="MoatPxIOPT0_90744108" scrolling="no"></iframe> <iframe width="24.200000000000045" height="2.980000000000004" style="position: absolute; width: 24.2px; height: 2.98px; z-index: -9999; border-style: none; left: 1149px; top: -5px;" id="MoatPxIOPT0_64255927" scrolling="no"></iframe> <iframe width="24.200000000000045" height="2.980000000000004" style="position: absolute; width: 24.2px; height: 2.98px; z-index: -9999; border-style: none; left: 15px; top: 90px;" id="MoatPxIOPT0_50240098" scrolling="no"></iframe> <iframe width="24.200000000000045" height="2.980000000000004" style="position: absolute; width: 24.2px; height: 2.98px; z-index: -9999; border-style: none; left: 1149px; top: 90px;" id="MoatPxIOPT0_54326001" scrolling="no"></iframe> The D8 won't be withdrawn unless there is a significant reshuffle of other routes to cover it. It provides a number of unique links and bus use in Tower Hamlets does not appear to be falling as sharply as other areas of London. Unique links or not - the d8 is notorious for carrying fresh air. I have often been the only passenger end to end! TfL-sponsored private taxi service to be honest .... |
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Deleted
Deleted Member
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Post by Deleted on Jul 19, 2018 21:28:25 GMT
Here's a thematic list of possible changes. - some Outer London "long" routes will have the "X140" treatment done to them. 114, 182, 183 are likely NW London candidates. Stopping services will be reduced / curtailed / restructured to "justify" the express service. - networks in places like Romford, Bromley, Edgware, Harrow, Uxbridge, Croydon all to be reviewed and rationalised to reduce overlaps and require more interchange. For example I can't see places like Rainham (Essex) retaining 4 bus routes. I don't see Abbey Wood Lane retaining two bus links. You don't need to be very clever to see how you can remove mileage and route overlaps. Same applies to the north and east of Romford. Same principles can be applied in multiple places. - cross Zone 1 routes to be progressively broken and dismantled. Some route restructuring to create new links or restore old ones lost in recent changes. - some radial to Zone 1 routes to go completely. I can see the 59/159 befalling this with a more intensive shuttle south from Brixton tube (as was done with the 109 years back). Remember the 1970s and 1980s are in vogue again at TfL Towers. - Marginal "weak" suburban routes to lose early morning, evening and Sunday services. Can see this happening on multiple routes in Orpington, Bromley, Uxbridge, Barnet, Bexley. - Some faffing around, years too late, to get new links into areas experiencing huge housing growth such as parts inner SE London (Deptford / Greenwich / Rotherhithe). I think North Greenwich peninsula and Canada Water may become a disaster area for TfL as the scale of development overwhelms its ability to cope. Developer funding will be insufficient and too short lived to support the right level of transport provision. The nearest tube and Overground stations are also doomed - e.g. Canada Water and Surrey Quays - to years of overcrowding. - I am not convinced about the so called "growth / opportunity area" argument that TfL will put in more resources to these areas. I think it will fail to do so - especially if developers are forced to adopt "Healthy Streets" design principles with cycle paths, cycle parking, direct walking routes and no car parking. TfL will deliberately under resource the bus network to make the Mayor's wider agenda successful. So in short a right old mess is headed our way if you like a multi layered, multi functional bus network. Since I created this thread I was looking forward to your input. I’m glad you’ve delivered on sensible rationale. Will be interesting to see how many you predicted correctly... should’ve numbered your points to play TfL bingo with lol |
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I guess the 607 wil get more use as a direct route if that happens, but it all seems a mess 
