On Feb 16, 1:50*pm, "Paul Scott"
wrote:
"Mizter T" wrote in message

...

On 15 Feb, 22:46, "Paul Scott" wrote:

I think you're right, I've used the District line 'platform validators'
at
Wimbledon in both directions when changing from LU to NR, a couple of
times
this year, seems to work just as you'd expect, same as many other NR/LU
combined stations where access is on the paid side of the gates.

It's just that oddly worded FAQ answer on the 'oyster help' website
that threw me somewhat. However if it was configured any differently
it would be most odd, and I can't really think of how one would
configure it any differently (at least not in the way that is
suggested by that FAQ answer).

With respect to the special case of Wimbledon & Trams, large areas of South
London will presumably be similarly special cases for tram interchanges once
all the NR suburban services come into the PAYG system - how many more
tram/rail stations will there be?


The only other 'internal' tram/rail stations will be Elmers End and
Mitcham Junction. At all the other interchanges (Beckenham Junction,
Birkbeck plus West and East Croydon), the tramlink stop is outside the
station. I'd be surprised if any of these stations become 'closed'
with full barriers after PAYG is introduced, mainly as Tramlink has
opened these stations up with new entrances. Even Mitcham Junction has
separation between the Tramlink platforms and the Network Rail ones.
Wimbledon had barriers before Tramlink arrived and so the introduction
of Oyster seems to have been a bit of a compromise.

I wonder if Jan 09 will see any changes to the tram zoning - its a bit of an
odd setup at the moment after all...


If you think of Tramlink as a bus, it all makes sense. The only
problem being that it is a bus that appears on the rail maps. The only
difference from buses is that travelcard seasons have to include one
of zones 3-6 to be valid.
The current arrangement is certainly less odd that the original setup
when Wimbledon needed extra validity.

Paul S