On Sat, 31 Oct 2015 12:01:38 +0000, Basil Jet
wrote:

On 2015\10\31 09:34, e27002 aurora wrote:

Dalston, Angel and St Pancras look reasonable. BUT, then the line
heads for Victoria. Victoria already has a direct route toKX/St P.
But Waterloo does not. Why not follow the route of the WWI plan for
an express Northern Line pair to Waterloo?

Boris's new toy then follows a zigzag route to Wimbledon. Wimbledon
is already well served and cramped. Adding the entrances here for a
Crossrail station will be difficult. Moreover it adds little value.
Anyone heading from Wimbledon to Victoria has a choice of routes. One
can change at Clapham Junction, or use the District Line.

Why not continue to shadow the Northern Line with Stations at
Kennington, Clapham North, Balham, Tooting Broadway, and South
Wimbledon?

Borisrail then continues to Raynes Park. There is a logic to this
because several of the main SW suburban routes have converged there.
But Boris's route then runs onto them ALL. That begs the question: Why
retain the slow pair from Waterloo. How does TfL, et al, expect to
maintain the discipline of a rapid transit service with four branches?

No, from Colliers Wood Crossrail two should continue to Raynes Park
for interchange and then take over the pair towards Motspur Park. The
route could terminate at Chessington and Horsham. The later will
provide many valuable connections to, and from, the outer suburbs.


That sounds dear. I don't know why everybody wants to build underground
stations everywhere. They're dear!

Although unmeasured I suspect the amount of tunnelling is greater on
Borisrail than the simplified, more strategic version.

By 2030 the Waterloo trains will probably all be electric or bi-mode. I
suggest a new twin-tunnel mainline from Hersham to Clapham Junction with
a pair of tunnelled platforms at Kingston, to replace Surbiton as the
principal station in the area. That would free up lots of room on the
surface lines through Wimbledon and Surbiton for more local trains which
could then go into the CR2 tunnel near Clapham Junction in approximately
the same place as the mainline tunnel ended.

Now that really is expensive. Although in the long term London and
the Southeast will need more capacity, IMHO a simple incremental
approach is better. That way the use of public finds is spread over a
longer period. The travelling public sees steady improvement.

The Raynes Park station does not need to be subterranean. There may
be space to squeeze the surfacing tracks in in order to use the
existing branch platforms. Otherwise there is plenty of space between
the two running tracks of the branch after they leave the mainline and
before they resume the normal six foot.