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Post by mondraker275 on Apr 14, 2013 7:48:35 GMT
well all I can say is I must be very unlucky every 69 I catch  Perhaps it is because I use it from the Canning Town end.... who knows.... I think it is where you catch the 69. The 69 is largely on its own at the Canning Town end and this is why it will get rammed. There are the obviously very strong flows to the various tube and train services. I agree with the remarks about the 69, 97 and 257 north of Stratford. There is a bit more balance and more overlaps which help spread the load. Upping the 97's frequency certainly helped on the Walthamstow - Stratford section. I fear, though, that once the East Village at Stratford fills up with residents and the 97 is rerouted that we will be back to square one. The 97 has consistently decent loadings in and out of Stratford City but these will rise when it is diverted. Leyton Tube in the peak is an utter nightmare on all routes towards Walthamstow. The old 97 used to arrive empty so could take up a lot of slack. Now it arrives 33-50% full so has less impact on the crowds. It will have even less capacity in the future which will worsen the travel experience for those interchanging at Leyton. I made this point in my consultation response on the Olympic Park changes so here's hoping TfL do more than just stick one extra peak bus on the 97. Excellent point about the 97 arriving at Leyton Station with a more packed bus than when it used to come from Downsell Road. I think the problem will be eased if the proposed Lea Bridge Road Station is reopened, creating a link between Stratford and North Leyton/ Walthamstow. This is because the bus gets packed in Leyton then is emptied out by Leyton Green , Tesco. When this station is reopened people will get off the Central Line at Stratford (instead of Leyton) and change onto the train to Lea Bridge Road. |
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Post by TA1 on Apr 14, 2013 8:23:56 GMT
I think it is where you catch the 69. The 69 is largely on its own at the Canning Town end and this is why it will get rammed. There are the obviously very strong flows to the various tube and train services. I agree with the remarks about the 69, 97 and 257 north of Stratford. There is a bit more balance and more overlaps which help spread the load. Upping the 97's frequency certainly helped on the Walthamstow - Stratford section. I fear, though, that once the East Village at Stratford fills up with residents and the 97 is rerouted that we will be back to square one. The 97 has consistently decent loadings in and out of Stratford City but these will rise when it is diverted. Leyton Tube in the peak is an utter nightmare on all routes towards Walthamstow. The old 97 used to arrive empty so could take up a lot of slack. Now it arrives 33-50% full so has less impact on the crowds. It will have even less capacity in the future which will worsen the travel experience for those interchanging at Leyton. I made this point in my consultation response on the Olympic Park changes so here's hoping TfL do more than just stick one extra peak bus on the 97. Excellent point about the 97 arriving at Leyton Station with a more packed bus than when it used to come from Downsell Road. I think the problem will be eased if the proposed Lea Bridge Road Station is reopened, creating a link between Stratford and North Leyton/ Walthamstow. This is because the bus gets packed in Leyton then is emptied out by Leyton Green , Tesco. When this station is reopened people will get off the Central Line at Stratford (instead of Leyton) and change onto the train to Lea Bridge Road. I don't think the Walthamstow Corridor will reap full benefits of the re-opening of Lea Bridge Station yet, I think the community in and around - Lammas School could reap benefit instead of travelling to Markhouse or Bakers Arms respectively and travelling on Towards Stratford. If the Hall Farm Curve was reinstated, I think the overcrowding experienced on the Leyton High Road corridor could ease, especially if the proposed service for a LST via SRA - Chingford service was at a frequency of every 15 minutes but that may not be possible if the improvements further up the WAML go ahead and the line south and north of TOH are four tracked to allow, slow local trains to stop at intermidiate stations. |
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Post by Trident on Apr 14, 2013 17:27:40 GMT
I think it is where you catch the 69. The 69 is largely on its own at the Canning Town end and this is why it will get rammed. There are the obviously very strong flows to the various tube and train services. I agree with the remarks about the 69, 97 and 257 north of Stratford. There is a bit more balance and more overlaps which help spread the load. Upping the 97's frequency certainly helped on the Walthamstow - Stratford section. I fear, though, that once the East Village at Stratford fills up with residents and the 97 is rerouted that we will be back to square one. The 97 has consistently decent loadings in and out of Stratford City but these will rise when it is diverted. Leyton Tube in the peak is an utter nightmare on all routes towards Walthamstow. The old 97 used to arrive empty so could take up a lot of slack. Now it arrives 33-50% full so has less impact on the crowds. It will have even less capacity in the future which will worsen the travel experience for those interchanging at Leyton. I made this point in my consultation response on the Olympic Park changes so here's hoping TfL do more than just stick one extra peak bus on the 97. Excellent point about the 97 arriving at Leyton Station with a more packed bus than when it used to come from Downsell Road. I think the problem will be eased if the proposed Lea Bridge Road Station is reopened, creating a link between Stratford and North Leyton/ Walthamstow. This is because the bus gets packed in Leyton then is emptied out by Leyton Green , Tesco. When this station is reopened people will get off the Central Line at Stratford (instead of Leyton) and change onto the train to Lea Bridge Road. I personally don't see how the proposed reopening of Lea Bridge Station would particularly benefit the 69/97 corridor. Let's not forget, that loadings do empty out a bit between Leyton Station and Leyton Green  . |
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Post by Deleted on Apr 15, 2013 13:24:07 GMT
The 466 would be far more useful if it were extended to New Addington (perhaps replacing the soon to be withdrawn T32) and at the other end down the hill to Caterham Valley although stand space there might be a problem but certainly not an insurmountable one.
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Post by DT 11 on Apr 15, 2013 13:41:21 GMT
The 466 would be far more useful if it were extended to New Addington (perhaps replacing the soon to be withdrawn T32) and at the other end down the hill to Caterham Valley although stand space there might be a problem but certainly not an insurmountable one. That is a good idea. At one point I was going to suggest extending the 464 to Addington Village but that's a bad Idea IMO. The 464 is so timetabled that the driver must see the other bus before commencing onto Salt Box Hill towards New Addington. Extending it will completely alter the timetabling. It's also well run. Both buses are timetabled to leave New Addington & Tatsfield at 08 & 38 at both ends. |
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Post by vjaska on Apr 15, 2013 18:02:04 GMT
The 466 would be far more useful if it were extended to New Addington (perhaps replacing the soon to be withdrawn T32) and at the other end down the hill to Caterham Valley although stand space there might be a problem but certainly not an insurmountable one. I thought the 314 is being re-routed via the T32? As for extending it to Caterham, stand space would be a problem - the nearest solution would be extending it to Whyteleaf using the roundabout to turn around. |
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Post by Deleted on Apr 15, 2013 18:07:43 GMT
The 466 would be far more useful if it were extended to New Addington (perhaps replacing the soon to be withdrawn T32) and at the other end down the hill to Caterham Valley although stand space there might be a problem but certainly not an insurmountable one. I thought the 314 is being re-routed via the T32? As for extending it to Caterham, stand space would be a problem - the nearest solution would be extending it to Whyteleaf using the roundabout to turn around. The 314 is not being re-routed as far as I know, it's just having its frequency upped as it covers T32 in part. I'm quite surprised the 130 was not upped as its replacement rather than the 314 as that covers more of the route, but maybe it was felt that the frequency increase on the 314 would be beneficial for people across the route |
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Post by Steve80 on Apr 16, 2013 3:18:34 GMT
The route I feel needs attention is the X26 because almost every time I see it its rammed packed. Today on the 407 I went past it at carshalton heaving with schoolkids amongst other passengers. Saw it a few other times throughout the week and it just seems too busy for a 30 minute frequency route.
Spoe to soem drivers from metrobus the other day and they claim that the X26 is not run well under Quality Line although how true is that I do not know. Maybe they just upset that they lost the route ;D
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Post by Deleted on Apr 16, 2013 8:34:05 GMT
203 - This route should be increased in frequency to every 15 minutes daytime, 20 mins evenings and Sundays. Very heavily used throughout every day of the week.
C1 - One of the problems is that because it serves all the museums , you get lots of buggies on the route, especially during school holidays. Depending on how well the 49 is running they can get hammered between White City and Kensington. Either an overall frequency increase or double decking would be good. It should be borne in mind that if it were not for London General who carried on running this route after London Transport pulled the plug on it, it would not even exist !!!
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Post by Deleted on Apr 16, 2013 8:42:05 GMT
The X26 needs a complete re-think.
My suggestion would be to try and separate out the shoppers from the airport users.
To do that you would need to have a sort of express service and a "semi-fast" service.
The express service could get back extended to Bromley.
So both routes at every 30 mins, we would have the Airbus ( A26 ) Bromley , non stop , West Wickham, non stop , Croydon , non stop, Sutton , non stop , North Cheam , non stop, Worcester Park, then via a different route as follows, Tolworth Broadway , non stop, Hampton court , non stop, Sunbury Cross, non stop, Terminal 5 and then to Heathrow Central.
The X26 can then remain the semi fast service and have more capacity as the Heathrow travellers between Croydon and New Malden would use the A26.
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Post by DT 11 on Apr 16, 2013 8:44:09 GMT
I thought the 314 is being re-routed via the T32? As for extending it to Caterham, stand space would be a problem - the nearest solution would be extending it to Whyteleaf using the roundabout to turn around. The 314 is not being re-routed as far as I know, it's just having its frequency upped as it covers T32 in part. I'm quite surprised the 130 was not upped as its replacement rather than the 314 as that covers more of the route, but maybe it was felt that the frequency increase on the 314 would be beneficial for people across the route I think Extending the 466 to New Addington would be more sensible. |
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Post by DT 11 on Apr 16, 2013 8:48:56 GMT
The X26 needs a complete re-think. My suggestion would be to try and separate out the shoppers from the airport users. To do that you would need to have a sort of express service and a "semi-fast" service. The express service could get back extended to Bromley. So both routes at every 30 mins, we would have the Airbus ( A26 ) Bromley , non stop , West Wickham, non stop , Croydon , non stop, Sutton , non stop , North Cheam , non stop, Worcester Park, then via a different route as follows, Tolworth Broadway , non stop, Hampton court , non stop, Sunbury Cross, non stop, Terminal 5 and then to Heathrow Central. The X26 can then remain the semi fast service and have more capacity as the Heathrow travellers between Croydon and New Malden would use the A26. No the X26 should not go to Bromley. The service was unreliable when it ran from Bromley - Heathrow Central. Metrobus made the X26 what it is today and IMO they ran it better than Quality Line. The route should remain at its current state. It is already 21 miles long it needs no extension it needs double Deckers. |
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Post by Deleted on Apr 16, 2013 8:50:48 GMT
The X26 needs a complete re-think. My suggestion would be to try and separate out the shoppers from the airport users. To do that you would need to have a sort of express service and a "semi-fast" service. The express service could get back extended to Bromley. So both routes at every 30 mins, we would have the Airbus ( A26 ) Bromley , non stop , West Wickham, non stop , Croydon , non stop, Sutton , non stop , North Cheam , non stop, Worcester Park, then via a different route as follows, Tolworth Broadway , non stop, Hampton court , non stop, Sunbury Cross, non stop, Terminal 5 and then to Heathrow Central. The X26 can then remain the semi fast service and have more capacity as the Heathrow travellers between Croydon and New Malden would use the A26. I agree with you that the shoppers need separating from the express users, though we possibly disagree on the solution. I'd go for re-extending the 213 to Croydon. Then a lot of the route has a parallel and the only other users are likely to be people going through to Heathrow. The 407 would also get support between Sutton and Croydon. |
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Post by Deleted on Apr 16, 2013 9:14:01 GMT
The X26 needs a complete re-think. My suggestion would be to try and separate out the shoppers from the airport users. To do that you would need to have a sort of express service and a "semi-fast" service. The express service could get back extended to Bromley. So both routes at every 30 mins, we would have the Airbus ( A26 ) Bromley , non stop , West Wickham, non stop , Croydon , non stop, Sutton , non stop , North Cheam , non stop, Worcester Park, then via a different route as follows, Tolworth Broadway , non stop, Hampton court , non stop, Sunbury Cross, non stop, Terminal 5 and then to Heathrow Central. The X26 can then remain the semi fast service and have more capacity as the Heathrow travellers between Croydon and New Malden would use the A26. I agree with you that the shoppers need separating from the express users, though we possibly disagree on the solution. I'd go for re-extending the 213 to Croydon. Then a lot of the route has a parallel and the only other users are likely to be people going through to Heathrow. The 407 would also get support between Sutton and Croydon. I think the 407 is generally adequate for the stopping service between Croydon and Sutton (although it could do with double deckers) and the 213 as well would be a bit excessive. It would also be too slow for journies from Croydon to Kingston compared with the X26. Interesting idea of a seperate Airbus service. I'd suggest a new x30min service from Croydon over the old 726 route to Dartford and then onto Darent Valley Hospital, Bluewater and maybe Ebbsfleet International? One through service from Heathrow to Ebbsfleet would surely be too long, or would it? |
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Post by Deleted on Apr 16, 2013 9:33:37 GMT
I agree with you that the shoppers need separating from the express users, though we possibly disagree on the solution. I'd go for re-extending the 213 to Croydon. Then a lot of the route has a parallel and the only other users are likely to be people going through to Heathrow. The 407 would also get support between Sutton and Croydon. I think the 407 is generally adequate for the stopping service between Croydon and Sutton (although it could do with double deckers) and the 213 as well would be a bit excessive. It would also be too slow for journies from Croydon to Kingston compared with the X26. Interesting idea of a seperate Airbus service. I'd suggest a new x30min service from Croydon over the old 726 route to Dartford and then onto Darent Valley Hospital, Bluewater and maybe Ebbsfleet International? One through service from Heathrow to Ebbsfleet would surely be too long, or would it? The X26 takes an hour from Croydon to Kingston - the 213 would probably take about an hour and 20 minutes on a good day. |
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