Paul Corfield wrote:
On Mon, 23 Oct 2006 22:22:49 +0100, "Paul Scott"
wrote:


"Paul Corfield" wrote in message
.. .

It is very odd to see trains effectively travelling through the middle
of a ticket hall but given the position of the Jubilee Line tracks there
was little option. Believe me we went through many, many variants of
Stratford's design when it was at the detailed planning stage.
--
Paul C


Do you know how/why they come up with the idea of having to pass through two
gatelines to reach the Jubilee line from the street entrance?

runs away and screams

There was a policy decision that said the JLE was to be gated off from
other lines (where feasible). Originally Stratford was going to have a
completely separate route from the street level ticket hall to the JL
platforms. The route where the interchange gateline would only have been
accessible from BR / DLR / Central Line platforms.

I think LU was unable to secure the land to construct the bridge link to
provide the street to JL unique link (I think Railtrack were being
particularly awkward) so we ended up with the mezzanine "up and over"
design. We argued like hell about the interchange gateline as it is
unique - it took a long time for people to realise the coding and
validation issues it would create. However once it was drawn on the
architect's plan it was going to be built.

And as for plans drawn up for other locations to create the same
"barriered off from everything" approach you would not believe the
nonsenses we had to deal with.

I still disagree with the idea to this day!
--
Paul C


Ouch - a sore point then!

Thanks for explaining the Stratford two-barrier anomaly from the
inside. I always presumed it was just a revenue protection exercise -
well, it is, but I didn't realise that some in LU had the idea of
trying to roll this out elsewhere.

The situation at Stratford does mean that when you go from the street
to the JLE platforms through the two gatelines you do end up with a
slightly confusing Oyster journey history where Stratford is mentioned
twice (though the fare charged is correct of course).

I can see some advantages to the idea - after all interchange stations
such as Stratford can mean the LU network is wide open to fare-evaders
who start at an open NR station. But as there are so many possible
points of entry guarding against them all would be wholly impractical.

Regarding the discussion in another thread - having "internal
gatelines" such as at Stratford could arguably address some (but only
some) of the issues which will be encountered when PAYG is fully rolled
out on NR, though it would by no means be a complete solution and would
only be practical at some locations. In fact it would be a mess and
very impractical.

Is the "barriered off from everything" logic at play when it comes to
the gateline between Southwark (JLE) and Waterloo East, or is it a case
of planning permission and/or passenger flow issues that means that the
street entrance to Southwark tube doesn't double as an entrance to
Waterloo East?

It seems that the demand to use the Southwark street entrance by
Waterloo East passengers was so great that NR-only season ticket
holders can actually get a pass merely to let them in and out of the
Southwark station barriers so the can get out the street entrance (I'm
certain I've seen some notice to this effect displayed at Southwark but
I've never read anything else about it anywhere).