Mizter T wrote:
On Aug 10, 8:09 am, Paul wrote:
[snip]
One (relatively cheap) proposal would be to extend the Northern Line
from Morden to Morden South and provide an interchange with the
station on the Wimbledon - Sutton loop. This would be useful for
people living in the Sutton area. On the other hand, it might overload
the Northern Line, which wouldn't go down well with people in Tooting,
Balham and Clapham. Would this be feasible if the Northern Line were
ever permanently split in two?

The City branch of the Northern line is already crammed solid during
rush hour - even if the line is eventually split, and super-dooper new
ATO signalling means services can run more frequently, it still
wouldn't create the kind of capacity that could cope with untold extra
passengers joining the line at a new station south of Morden.

I think conversion to tram operation (as part of Tramlink) would be
the most promising course of action for the Wimbledon-Sutton 'wall of
death' line, though quite how that'd be handled at the Wimbledon end
is another question. Well, for that matter, how it'd be handled at the
Sutton end is also a very valid question!

Where would the tram stops be?

--
Tony Dragon

Paul wrote:
On 10 Aug, 07:59, Roland Perry wrote:
In message op.vg09em1lby8eno@sheepdog, at 21:19:24 on Fri, 6 Aug 2010,
Colin McKenzie remarked:





22. Park Royal: Central, Piccadilly
Anyone know what happened to this one? A few years ago it seemed to
be going ahead.
The office development that was to fund it has stalled. Theoretically
it's still a requirement if all the offices get built, but London
Underground were never keen, and the condition is likely to be dropped
if housing is built instead of offices.
A pity, and I still hope it goes ahead. It's easy to work out that
passengers from further out on Piccadilly or Central lines, going to a
zone 1 or 2 destination on the other line, benefit from changing at
Park Royal. So does LU, as it reduces number of stations passed and
number of interchanges made in zone 1, where tube capacity is most
strained. And they're more likely to get a seat. But this sort of
lateral thinking seems to be beyond London Underground.
It's also possible that people living "further out on the Piccadilly"
would use it as a short cut to/from the West End, thereby overloading
the Central.
--
Roland Perry- Hide quoted text -

- Show quoted text -

One (relatively cheap) proposal would be to extend the Northern Line
from Morden to Morden South and provide an interchange with the
station on the Wimbledon - Sutton loop. This would be useful for
people living in the Sutton area. On the other hand, it might overload
the Northern Line, which wouldn't go down well with people in Tooting,
Balham and Clapham. Would this be feasible if the Northern Line were
ever permanently split in two?

Is there not a mosque in the way?

--
Tony Dragon

On Aug 6, 8:15*am, Basil Jet wrote:
On 2010\08\06 15:58, wrote:

On 6 Aug, 12:28, *wrote:
Does anyone know if there any plans to build any new stations and/or
extra platforms to link up some of the existing bits of rail
infrastructure in the London area?

11. West Hampstead: Chiltern, Jubilee, Metropolitan, MML, NLL

Things have been proposed at West Hampstead for many years; what
became Thameslink was originally proposed by the GLC as an extension
of Southern Region services to terminate there for interchange with
the other lines. *Quite recently there have been proposals for
platforms on the Chiltern lines, and improved interchange between the
three stations there.

I believe that plan died a few years ago.

That, if true, would be a pity. Chiltern is serving destinations
further from London, and is likely to add more. Marylebone is not the
ideal terminus being served by only one subway line. A call at West
Hampstead would give Chiltern's long distance passengers a range of
options for onward travel to diverse parts of London.

On Aug 10, 2:51*pm, Tony Dragon wrote:
Paul wrote:
On 10 Aug, 07:59, Roland Perry wrote:
In message op.vg09em1lby8eno@sheepdog, at 21:19:24 on Fri, 6 Aug 2010,
Colin McKenzie remarked:

22. Park Royal: Central, Piccadilly
Anyone know what happened to this one? A few years ago it seemed to
be * going ahead.
The office development that was to fund it has stalled. Theoretically
it's *still a requirement if all the offices get built, but London
Underground *were never keen, and the condition is likely to be dropped
if housing is *built instead of offices.
A pity, and I still hope it goes ahead. It's easy to work out that
passengers from further out on Piccadilly or Central lines, going to a
zone 1 or 2 destination on the other line, benefit from changing at
Park *Royal. So does LU, as it reduces number of stations passed and
number of *interchanges made in zone 1, where tube capacity is most
strained. And *they're more likely to get a seat. But this sort of
lateral thinking seems *to be beyond London Underground.
It's also possible that people living "further out on the Piccadilly"
would use it as a short cut to/from the West End, thereby overloading
the Central.
--
Roland Perry- Hide quoted text -

- Show quoted text -

One (relatively cheap) proposal would be to extend the Northern Line
from Morden to Morden South and provide an interchange with the
station on the Wimbledon - Sutton loop. *This would be useful for
people living in the Sutton area. On the other hand, it might overload
the Northern Line, which wouldn't go down well with people in Tooting,
Balham and Clapham. *Would this be feasible if the Northern Line were
ever permanently split in two?

Is there not a mosque in the way?


Not really. The mosque is adjacent to the main part of the platforms,
but the southernmost tracks of the depot could easily be extended
without infringing on the mosque itself (although the car park may be
affected). I think the only thing you might lose is the scout hall.

You could do one of four things:

(1) Extend the Northern Line to a terminus on the site of the mosque's
unpaved overflow parking, with a southern entrance on Central Road and
a footbridge at the northern end running to the southern end of the NR
platform.

(2) Extend the Northern Line to run parallel to the Wall of Death from
just south of Morden South to St Helier. Again, you'd take a bit of
the mosque parking, but not very much.

(3) Create a flat junction south of Morden South and run onto Network
Rail metals to Sutton. Chances are the Health and Safety people would
scream blue murder due to the different platform heights though.

(4) Fix the platform heights in (3) and make Morden-Sutton exclusively
a Northern Line service. Extend Tramlink from Wimbledon to a new
interchange station at Central Road (or, indeed, to St Helier, with
Tramlink potentially continuing on Wrythe Lane through Carshalton and
back to Croydon by a different route)

Alistair Bell wrote:
On Aug 10, 2:51 pm, Tony Dragon wrote:
Paul wrote:
On 10 Aug, 07:59, Roland Perry wrote:
In message op.vg09em1lby8eno@sheepdog, at 21:19:24 on Fri, 6 Aug 2010,
Colin McKenzie remarked:
22. Park Royal: Central, Piccadilly
Anyone know what happened to this one? A few years ago it seemed to
be going ahead.
The office development that was to fund it has stalled. Theoretically
it's still a requirement if all the offices get built, but London
Underground were never keen, and the condition is likely to be dropped
if housing is built instead of offices.
A pity, and I still hope it goes ahead. It's easy to work out that
passengers from further out on Piccadilly or Central lines, going to a
zone 1 or 2 destination on the other line, benefit from changing at
Park Royal. So does LU, as it reduces number of stations passed and
number of interchanges made in zone 1, where tube capacity is most
strained. And they're more likely to get a seat. But this sort of
lateral thinking seems to be beyond London Underground.
It's also possible that people living "further out on the Piccadilly"
would use it as a short cut to/from the West End, thereby overloading
the Central.
--
Roland Perry- Hide quoted text -
- Show quoted text -
One (relatively cheap) proposal would be to extend the Northern Line
from Morden to Morden South and provide an interchange with the
station on the Wimbledon - Sutton loop. This would be useful for
people living in the Sutton area. On the other hand, it might overload
the Northern Line, which wouldn't go down well with people in Tooting,
Balham and Clapham. Would this be feasible if the Northern Line were
ever permanently split in two?
Is there not a mosque in the way?


Not really. The mosque is adjacent to the main part of the platforms,
but the southernmost tracks of the depot could easily be extended
without infringing on the mosque itself (although the car park may be
affected). I think the only thing you might lose is the scout hall.

You could do one of four things:

(1) Extend the Northern Line to a terminus on the site of the mosque's
unpaved overflow parking, with a southern entrance on Central Road and
a footbridge at the northern end running to the southern end of the NR
platform.

(2) Extend the Northern Line to run parallel to the Wall of Death from
just south of Morden South to St Helier. Again, you'd take a bit of
the mosque parking, but not very much.

You would have to widen Central Road bridge & the cutting or perhaps
make the BR line single.

(3) Create a flat junction south of Morden South and run onto Network
Rail metals to Sutton. Chances are the Health and Safety people would
scream blue murder due to the different platform heights though.

To say nothing about the different heights of Morden South Station & the
Northern Line.

(4) Fix the platform heights in (3) and make Morden-Sutton exclusively
a Northern Line service. Extend Tramlink from Wimbledon to a new
interchange station at Central Road (or, indeed, to St Helier, with
Tramlink potentially continuing on Wrythe Lane through Carshalton and
back to Croydon by a different route)

What would serve South Merton & Wimbledon Chase?


--
Tony Dragon

On Tue, 10 Aug 2010 10:43:03 -0700 (PDT)
Mizter T wrote:
The Central interchanges with the District at Mile End, down the road
from Stratford, and it also (cross-platform) interchanges with the

Duh , yes, my mistake.

Re the lightly used Rayners Lane branch - the point was just that it
might become a bit more heavily used if it gave easy access to the
Central, with the potential for ensuing capacity issues for the
western end of the Central. That said, I can't quite see it being a
massive issue - though maybe everyone from Uxbridge might suddenly
desert the Met!

Having occasionally used the western end of the cental line in the rush hour
from my workplace I can state that eastbound its really not very busy until it
hits white city and all the media marys from the BBC pile on and even then
its hardly a crush. A few hundred extra passengers here and there I don't
think would make a big difference. Anyway , its all moot since the station
will never be built anyway. Quite why an interchange wasn't built in the
first place between the 2 lines god alone knows. I'd have thought it would
have been the obvious thing to do.

B2003

On Aug 11, 2:00*am, Tony Dragon wrote:
Alistair Bell wrote:

(3) Create a flat junction south of Morden South and run onto Network
Rail metals to Sutton. Chances are the Health and Safety people would
scream blue murder due to the different platform heights though.

To say nothing about the different heights of Morden South Station & the
Northern Line.

I don't think that's a big deal. There's more than enough room to
climb alongside the depot.

(4) Fix the platform heights in (3) and make Morden-Sutton exclusively
a Northern Line service. Extend Tramlink from Wimbledon to a new
interchange station at Central Road (or, indeed, to St Helier, with
Tramlink potentially continuing on Wrythe Lane through Carshalton and
back to Croydon by a different route)

What would serve South Merton & Wimbledon Chase?

Tramlink. Either a tag-end service from Wimbledon to Wimbledon Chase,
South Merton, Morden South and St Helier, or a second Wimbledon-
Croydon route. Having thought about it again, I suspect the actual
answer would be a Wimbledon-St Helier-Rose Hill-Sutton High Street
service, possibly continuing to Croydon onstreet.

I'm not saying any of this would be all that cheap (fer cryin' out
loud, look how much we spent on the supposedly simple East London
Line) but it probably _is_ cheap enough to be feasible if it's
desirable. (Not in the current Coalition 'let's slash everything'
mindset, of course.)

In article
,
(Alistair Bell) wrote:

I'm not saying any of this would be all that cheap (fer cryin' out
loud, look how much we spent on the supposedly simple East London
Line) but it probably _is_ cheap enough to be feasible if it's
desirable. (Not in the current Coalition 'let's slash everything'
mindset, of course.)

The outgoing Labour Government's "I'm afraid there's no money left"
mindset, you mean?

--
Colin Rosenstiel

On Aug 12, 4:27*pm, wrote:

(Alistair Bell) wrote:
I'm not saying any of this would be all that cheap (fer cryin' out
loud, look how much we spent on the supposedly simple East London
Line) but it probably _is_ cheap enough to be feasible if it's
desirable. (Not in the current Coalition 'let's slash everything'
mindset, of course.)

The outgoing Labour Government's "I'm afraid there's no money left"
mindset, you mean?

So how's this working then - do you have a leased line between
Millbank and Cowley Street yet?

(I merely jest ;-)

In article
,
(Mizter T) wrote:

On Aug 12, 4:27*pm, wrote:

(Alistair Bell) wrote:
I'm not saying any of this would be all that cheap (fer cryin' out
loud, look how much we spent on the supposedly simple East London
Line) but it probably _is_ cheap enough to be feasible if it's
desirable. (Not in the current Coalition 'let's slash everything'
mindset, of course.)

The outgoing Labour Government's "I'm afraid there's no money left"
mindset, you mean?

So how's this working then - do you have a leased line between
Millbank and Cowley Street yet?

(I merely jest ;-)

:-)

I'm not sure where you were referring to by "Millbank". I was there (No.4)
today but not for anything you were thinking of, I'm sure.

--
Colin Rosenstiel