The Anonymous Widower

Only In Wimbledon

I took this picture in Wimbledon station.

Note that the wording at the top of the poster says The Championships.

Is there something I’m missing?

October 28, 2019 Posted by | Transport | , | Leave a comment

An Analysis Of Waterloo Suburban Services Proposed To Move To Crossrail 2

I wrote this post in January 2017, when I decided to cut this out of my original post of A Hard Look At Crossrail 2.

Nearly two years later, I decided to update the post after the new platforms have reopened at Waterloo station.

I wrote Is This One Of The Best Platform Access Routes In Europe?, after the access to the new platforms was substantially completed in May 2019.

This has meant a further upgrade has been incorporated.

The Waterloo Suburban Services Proposed To Move To Crossrail 2

These suburban termini and their routes into Waterloo station are proposed  to be connected to Crossrail 2.

  1. Chessington South – 34 minutes – 9 stops
  2. Epsom – 37 minutes – 9 stops
  3. Hampton Court – 36 minutes – 9 stops
  4. Shepperton – 51 minutes – 14 stops

The times are for a typical one-way journey from Waterloo, which usually has a frequency of two trains per hour (tph).

I suspect that the timings are designed, so that they can be achieved by a 75 mph Class 455 train.

An Upgraded Waterloo Station

Waterloo station is getting a massive upgrade in August 2017, which I describe in detail in What Is Happening At Waterloo In August?.

That upgrade has now opened and is now substantiallycomplete in May 2019.

After the upgrade, Waterloo station will handle the suburban services better than it does today.

  • There will be five extra platforms, with the reopening of the platforms 20 to 24 in Waterloo International.
  • Together these platforms should be able to handle another twenty tph.
  • There will be longer platforms, which will all be able to take twelve-car trains.
  • There will be an improved track layout, both in Waterloo and on the approach.
  • There will be related improvements to improve access to the Underground and the Waterloo and City Line at Waterloo station.

All this should mean Waterloo station, will be capable of handling a substantial increase in trains and passengers, with an improvement in efficiency and comfort.

As I said in Rail Engineer On New Platforms At London Waterloo, the number of passengers handled in a year will increase by twenty-five percent.

Improvements On The Branches

Each branch has its own problems, but the following would help in various places.

  • More step-free access.
  • Some level crossings on the branches can probably be removed..
  • Improved access to onward services like buses, cycling and walking at some stations.
  • Some trackwork to allow Crossrail 2’s proposed frequency of 4 tph.

These improvements will generally be needed, whether the services terminate in Waterloo or are a part of Crossrail 2.

New Trains

Currently, suburban services out of Waterloo are run by a large mixed fleet of generally excellent trains.

This gives 264 four-car trains and 60 five-car trains with a total of 1137 carriages.

South Western Railway are purchasing 30 five-car and sixty ten-car new Aventras with a total of 750 carriages.

The Class 707 trains and the Aventras could offer serious performance improvements, as they are probably designed to be able to have a short as possible time, for a stop at a station.

In an ideal world, all trains running these branches would be identical and all platforms would be designed to fit them perfectly, just as many Overground platforms, fit the Class 378 trains.

Crossrail 2 would do this, with possibly the same Class 345 trains, that have been developed for Crossrail.

But why shouldn’t the routes be worked by a homogeneous fleet, serving platforms and stations designed for the trains?

I believe that Crossrail 2 could make no extra difference to the passenger going between these branches and Central London, except for the route from Wimbledon, which will be in tunnel.

But the new Aventra trains will have three very big effects.

  • They will be walk-through ten-car trains.
  • They will have much better capacity for bags, cases and all the other paraphernalia passengers bring.

But most importantly, if they live up to the claims of train manufacturers, the high performance, well-designed trains with a consistent train-platform interface will save as much as three minutes a station.

  • Trains will stop from line speed faster.
  • Trains will accelerate back to line speed faster.
  • Bigger lobbies, will enable passengers to load and unload faster.
  • Wheelchair passengers and buggy pushers would roll across on the flat.
  • Regenerative braking and light weight will save the train operating company in electricity and train access costs.

Until we get actual figures, even one minute a stop, would reduce times on the branches as follows. Figures in brackets are for two minutes a station.

  1. Chessington South – 25 minutes (16)
  2. Epsom -28 minutes (19)
  3. Hampton Court – 27 minutes (18)
  4. Shepperton -37 minutes (23)

Note that the first three services are now under half-an-hour, without making any allowance that the timings will be for a 100 mph train with better performance, than the 75 mph Class 455 trains.

Is Four Trains Per Hour Possible?

If the round trip from Waterloo can be done in an hour, that means that just two ten-car trains can provide a 2 tph service, as opposed to the four trains now needed.

I suspect that South Western Railway will be experimenting to see if they can get a Shepperton round trip in under the hour.

It may seem difficult, but there are certain factors in their favour.

  • The Shepperton Branch Line is self-contained after it leaves the Kingston Loop Line.
  • It is double-track, so there is no passing loop problems.
  • There are no level crossings.
  • The stations on the branch are fairly evenly-spaced at just over a mile apart.

If a total out-and-back time from Waterloo could be under an hour for each branch, this would mean that a 4 tph service on a branch, would need just four trains.

So for each branch to have 4 tph would need just 16 ten-car trains, with similar performance and characteristics to Class 707 trains or the Aventras.

Currently, to provide a 2 tph service, needs sixteen trains, because it takes over an hour to do a complete round trip.

Would it be possible for trains to shuttle up and down these branches?

Look at the example of the East London Line, where four tph shuttle between dedicated platforms at Highbury and Islington and Dalston Junction stations in the North of London to various destinations in the South.

In Increased Frequencies On The East London Line, I reported on Transport for London’s plans to up the frequency on this line to 20 tph.

So could we be seeing something similar at Waterloo, where trains to Chessington South, Epsom, Hampton Court and Shepperton stations, each have their own dedicated platforms?

The four platforms could even be adjacent, so if you want Wimbledon or a station common to more than one branch, displays would lead you to the first train.

Put simply to provide 4 tph for all branches would need 16 modern ten-car trains and four dedicated platforms at Waterloo. How efficient is that for passengers and train operating companies?

Crossrail 2’s Proposals For Services On The Branches

Wikipedia says this about Crossrail 2 services to these suburban branches, after surfacing from the tunnel South of Wimbledon station.

I think that Wimbledon will have to handle perhaps another 8 tph from other places on the fast lines. But they do that now!

Between Wimbledon And Waterloo

South Western Railway have not disclosed their hand yet, but I suspect that they are doing the maths.

I think that it will be possible for a 4 tph Crossrail 2 service and all the other slow services between Wimbledon and Waterloo to use a single pair of tracks carrying 20 tph.

Surely, if 20 tph can be handled on the East London Line with ten year old signalling technology and Class 378 trains, then this frequency can be handled with modern signalling and new Aventras.

It should be noted that Crossrail and Thameslink can both handle 24 tph under Automatic Train Operation (ATO) in a tunnel, so surely the slow lines can handle 20 tph on the surface under ATO or just using plain good driving.

There could even be capacity for some extra services.

Wimbledon Station

Wimbledon station would only need two platforms for these services, but I do feel that work would need to be done to accommodate the passengers.

But the station would probably not need the massive modifications until it was decided to build the Crossrail 2 tunnel.

Clapham Junction Station

If all these trains can be accommodated on just two tracks between Waterloo and Wimbledon, then these services could call at two dedicated platforms at Clapham Junction station.

  • All trains would stop.
  • Staff and passengers would see a succession of identical trains stopping every three minutes.
  • Passengers would have a maximum wait for fifteen minutes for a direct train, to their specific destination.
  • All trains to stations on the branches would use the same platform, making it easy for passengers.
  • As on the East London Line, trains for any station on the branches would be to a clock-face pattern.

The two platforms could be opposite faces of an island platform, with a waiting room, cafe and toilets in the middle.

Vauxhall Station

If it can be done at Clapham Junction station, why not have a dedicated pair of platforms at Vauxhall station, giving access to the Victoria Line?

I use the link at Vauxhall, between the Victoria Line and Waterloo suburban services occasionally and every time I do, it seems to have been improved.

This map from shows the lines at Vauxhall station.

Lines At Vauxhall

Lines At Vauxhall

I think it is true to say, that if the Victoria Line had been built in the last decade or so, the Victoria Line station could have been placed underneath the main line station.

But even so, I suspect Network Rail and Transport for London have ideas to improve the interchange.

Only Sixteen Ten-Car Aventras Will Be Needed

My calculations show that modern 100 mph trains, like the Aventras that South Western Railway have ordered could provide 4 tph on the Crossrail 2 routes with just sixteen ten-car trains.

All the calculations I’ve done show that replacing trains with faster modern ones, increases the frequency and results in more efficient use of trains.

South Western Railway have bought sixty of these trains.

So they must have some impressive plans!


Crossrail 2’s proposals for the suburban branch lines from Waterloo to the four destinations of Chessington South, Epsom, Hampton Court and Shepperton stations, can be fulfilled using the following.

  • More platform capacity in Waterloo.
  • Modern high-performance 100 mph trains like Class 707 trains or Aventras.
  • Some improvements to track and signals between Waterloo and Wimbledon stations.
  • Wimbledon station would only need minor modifications.
  • A measure of ATO between Waterloo and Wimbledon stations.

What effect will this have on the design of Crossrail 2?


December 12, 2018 Posted by | Transport | , , , , , , , , , , | 9 Comments

First, MTR Take Charge On South Western

The title of this post is the same as this article on RailNews.

Some points from the article.

  • The Class 707 trains are going because they are more expensive to lease.
  • 400 extra trains on Sundays.
  • Comprehensive refresh of all trains
  • All suburban trains will have toilets.
  • Southampton Central and Wimbledon stations to be updated.
  • Flexible tickets for part-time workers.
  • A new tariff for sixteen to eighteen year olds in full-time education.

Perhaps the most interesting point, was that they have decided to look at the future of the Island Line with the local Council.

A few thoughts on their plans.

Class 707 Trains

In An Exciting New Aventra, I commented on this article in Rail Engineer, with the same title.

I said this in my post.

The Most Affordable Train

The article describes how the train was designed to give the best whole life cost.

This sentence sums up the philosophy.

It’s actually about a 50/50 split between the whole life cost and the first capital cost. That makes it a bit more difficult because we’ve got be competitive on the first practical cost, but additionally we have to offer a really high availability, strong reliability, combined with much better energy consumption and less track damage.

As someone, who used to own a finance company, that leased trucks and other expensive equipment, the product described is the sort of product that leasing companies love.

That looks like a good reason to lease an Aventra.

More Trains On Sundays

All train companies seem to offer this.

All Suburban Trains Will Have Toilets

A lot of train companies seem to care about toilets, so is there a correlation between decent toilets and increased revenue?

Flexible Tickets For Part Time Workers

Do travellers get this in London? If so, extending it over the whole area must be logical!

16-18 Year Old Tickets

London does this!

Island Line

This is one of these routes, where someone will come up with an idea, that’s so Monty Python, it will work superbly!

August 21, 2017 Posted by | Transport | , , , | Leave a comment

Exploring The Sutton Loop Line

The Sutton Loop Line is not well known in North London, except as a routing shown on Thameslink train information displays.

This morning, I took the line from Tooting station and after a short stop at Sutton station, I continued on my way back into Central London.

These are some of the pictures that I took.

I think the trip did give me a better understanding of this line in South London.

These points are general.

Step Free Stations

Very few of the stations I passed through had any form of step-free access.

Some were island platforms, which have their advantages, but access up and down a single wide staircase to a road overbridge is so nineteenth century.

Variable Quality Stations

Some stations have had a refurbishment and others haven’t!

A Curious Timetable

Streatham to Sutton via Wimbledon calls at more stations, than the other way via Mitcham Junction and this is reflected in the times, with the shorter route taking fifteen minutes and the longer one thirty-one minutes

The curious timings on the loop, actually mean that from Streatham station northwards or southwards, the trains have an interval of very close to fifteen minutes.

So it would be prudent to check, that you’re always taking the best way to get to your destination station!

These points are specific to stations of sections of the line.

St. George’s Hospital

According to this article in he Local Guardian entitled St George’s Hospital Trust announces support for Tooting Broadway in Crossrail 2 plans, the hospital trust is not happy.

It would be ridiculous to spend the best part of an extra billion pounds on Crossrail 2 to put the line through Tooting Broadway station, rather than Balham station, when that money could probably be spent on a mixture of patient care , better bus links, and a lift or two at the Underground station. The latter will happen anyway, whether Crossrail 2 is built or not!

Could there be a better solution for step-free transport access to St. George’s Hospital?

Look at this Google Map of the hospital in relation to Tooting Broadway station and the Sutton Loop Line to the west of Tooting station.

St. George's Hospital, Tooting Broadway Station And The Sutton Loop Line

St. George’s Hospital, Tooting Broadway Station And The Sutton Loop Line

Tooting Broadway station is at the top right of the map and the Sutton Loop Line  runs across the South West corner of the map.

If a new station were to be built on that line, with full step-free access, it would be closer to the Hospital, than any station on Tooting Broadway. It would also be close to some of the bus stops that serve the hospital.

Haydons Road Station And AFC Wimbledon’s New Stadium

This Google Map shows Haydons Road station and the site of AFC Wimbledon‘s new home at Wimbledon Stadium.

Haydons Road Station And AFC Wimbledon's New Stadium

Haydons Road Station And AFC Wimbledon’s New Stadium

The stadium will be at the old greyhound stadium, which is the two green circles at the top.

The green scar from the stadium site to the east of the station, is the course of the River Wandle. Surely, a riverside walk should be created for supporters walking between the stadium and station.

The map also shows the amount of land wasted in the area by unnecessary cemeteries. How many houses could be built on the land they occupy?

Wimbledon Station

Trains on the Sutton Loop Line always use Platform 9 at Wimbledon station, which gives cross-platform access to Tramlink on Platform 10.

So one train might be going to Sutton and the next to Central London and beyond.

Wimbledon Chase And South Merton Stations

These two stations are shown on this Google Map.

Wimbledon Chase And South Merton Stations

Wimbledon Chase And South Merton Stations

Wimbledon Chase station is at the top left and South Merton station is at the bottom, just tom the left of the middle.

You will notice, I’ve included the main A24 road on the map.

This is because that road could be used for an extension of Tramlink from South Wimbledon to Sutton via St. Helier Hospita;. This map shows that extension.

St Helier Tramlink

St Helier Tramlink

Transport for London and the London Borough of Merton are opening up a lot of possibilities here and I hope that a world-class solution emerges, to link the whole corridor together.

 Morden South And Morden Stations

This Google Map shows the close relationship between Morden South station and Morden station

Morden South And Morden Stations

Morden South And Morden Stations

Their close location and the depot in betwen, has always puzzled me. It is explained in the History section for the Wikipedia entry for Morden station.

It was all down to railway politics, between Southern Railway and the Underground companies.

You just wonder though, if they were sorting out the lines around Wimbledon, that something could be done to make it easy to connect between the two stations.


I hadn’t heard about Hackbridge, which is a suburb in the London Borough of Sutton.

But there is a Hackbridge Masterplan on Wikipedia. This is the first paragraph.

The London Borough of Sutton is working to make Hackbridge the ‘UK’s first truly sustainable suburb’. There has been a regeneration scheme in Hackbridge which has a number of developments on many sites. These are mentioned as part of the Hackbridge Regeneration. Detailed plans include proposals for new eco-friendly homes, more shops, leisure and community facilities, jobs, sustainable transport and pedestrian/ cycle initiatives, improved networks and open spaces.

It all sounds good to me. This is a Google Map of the area.



Note the rail line going up the map with Hackbridge station about a quarter of the way up.At the top of the map, is an icon indicating the BedZed Pavilion.

If they are truly into green transport, it strikes me, that there needs to be another station between Hackbridge and Mitcham Junction, which is the next one to the North. As the Tramlink through Mitcham Junction runs down the eastern side of the site and has a stop at Beddington Lane on the north east corner, I would also feel that there scope for extensions to the through Hackbridge.

The Future Of The Sutton Loop

With all the investment in Thameslink, there is no doubt that the future of the Sutton Loop is secure, but what will it look like in ten or twenty years?

I think it seems to have suffered a lack of imaginative thinking in the past few years, but with Transport for London thinking hard about a new interchange hub at Streatham Common station, that I wrote about in Puzzled Over Streatham Common Station, I think we’ll see some more improvements.

A lot of the stations need to have a refurbishment and proper step-free access.

If this follows the pattern of previous lines in London and elsewhere, I think that after station improvement, this line will need additional services.

As it won’t be possible to get more trains through the core, then this could need for some form of local train or tram-train on the loop. Perhaps these would terminate at perhaps Streatham Common station, which I wrote about in Puzzled Over Streatham Common Station.

If two extra trains each way round the Sutton Loop were to be added, they could be timed to run every fifteen minutes between the existing services. So each station on the loop would get a four trains per hour service both ways.

One possibility would be to do the extra services with tram-trains, which after Streatham Common, went on to Croydon to connect up with the existing Tramlink routes.

As I said earlier trains go through Streatham to and from the loop every fifteen minutes, which would be every 7-8 minutes with the extra trains.

So if say you wanted to go to Central London, if you caught an intermediate train on the loop, you might have to wait 7-8 minutes for a Central London train.

The possibilities are endless.

Obviously, traffic patterns will determine how the line develops, but I predict that there will be a big future for the Sutton Loop.

December 20, 2015 Posted by | Transport | , , , , , | 3 Comments

The Tramlink Is Back In Wimbledon Station

The Tramlink is now back in a two platform stop in Wimbledon station.

I always found that the old tram stop was like going into a mine as it was dark and not very welcoming.

This new tram stop is a lot better and there is plenty of space.

Although one passenger said it is now further to walk, as the trams stop further down the platform.

As the two platforms appear to be independent, I wonder if the proposed Extension A to Sutton could now be incorporated into Wimbledon station? This is said in the Wikipedia section.

The Sutton to Wimbledon proposal utilises the existing line between Wimbledon and Morden Road, but the cramped terminus inside Wimbledon station is barely adequate for its present function. If another service is to serve Wimbledon a new terminus will be needed.

The terminus is certainly not cramped any more and now that a second platform for the trams is available, then could Extension A be built?

In Crossrail 2 October 2015 – Wimbledon station, I said that I felt, the trams should cross over the rail lines on a viaduct and come into the other side of the station opposite to the District Line platforms, as this would give some advantages.

  • Any rebuilding of the tram connection at Wimbledon station for Crossrail 2, might be avoided.
  • A large concourse could be provided between tram and Tube, to give a totally flat interchange and provide the services interchanging passengers need.
  • The trams would be well out of the way of Crossrail 2 and during the building of that line could keep running at most times.
  • It might be possible to have three tram platforms for extra services if required.

I know because of the viaduct over the tracks and the building the platforms on the other side of the station, that my solution would be very much more expensive, but it does completely separate the trams from Crossrail 2.

The Crossrail 2 proposal achieves the same separation by putting the trams on Wimbledon Bridge in front of the station, which would probably mean that traffic would need to be restricted to buses, taxis and trams.

Other vehicular traffic would require a new bridge over the station.

I think we’ll get a better solution, when a decent architect has had a good look at the problems caused by trying to put Crossrail 2 through Wimbledon station.

November 3, 2015 Posted by | Transport | , , | Leave a comment

Tramlink Works At Wimbledon

I came back from Wimbledon by using the Tramlink to West Croydon station and then the East London Line. It’s a bit chaotic at Wimbledon as they’re updating the tram terminus with a second platform and you have to walk to Dundonald Road.

When the works are hopefully completed in October, this will allow four new trams to be introduced on the route to Wimbledon, which will result in an increase in service. Read about it here on the TfL web site.



July 23, 2015 Posted by | Transport | , | Leave a comment

Before Crossrail 2 – Surrey County Council Think Crossrail 2 Should Go To Guidford

Chelsea may not want Crossrail 2, but according to this article on a Guildford web site, Surrey wants Crossrail 2 to be extended extended to Guildford and Woking to take pressure off their overcrowded services into Waterloo.

Although it could be a good idea, Crossrail 2 is getting submissions from many places to be included in the network like Stansted.

I think it would be better for Crossrail 2 to have good cross platform interchanges at places like Tottenham Hale, Cheshunt, Broxbourne and New Southgate in the North and Clapham Junction, Epson and Wimbledon in the South West, so that passengers can transfer easily to longer-distance services.

These improvements should raise the stations to a similar standard of say Stratford on Crossrail and they will be needed whether Crossrail 2 is built or not.

1. Wimbledon station must be a prime candidate for rebuilding, especially as eventually it could have an underground station for Crossrail 2. There is a Future section in the Wikipedua entry, which in addition to talking about Crossrail 2, details improvements to Tramlink. In my view the station needs a complete rebuild now, which although would be a challenge for architects, builders and passengers alike could bring capacity, access, operational and other improvements.

As I don’t want to repeat myself, there are more of my thoughts on this dreadful station in Crossrail 2 at Wimbledon.

2. Epsom station would appear to have been redeveloped. But will this be enough to handle Crossrail 2 and improve connectvity into Surrey?

I shall extend this post.




July 22, 2015 Posted by | Transport | , , , , | Leave a comment

Crossrail 2 At Wimbledon

After my trip to Wimbledon, I just had to look at how the Crossrail 2 will affect the area.

Depending on what you read, the tunnel portal could be to the London side of Wimbledon station or the country side.

I always thought it was going to be south-west of Wimbledon station, but the latest route map on the Crossrail 2 web site shows it on the London side and I do remember reading somewhere that it had been moved.

I think there may be advantages to this position of the portal.

1. There may be more space in which to work on the London side, as there is a lot of land used by the railway and industrial units.

2. The tunnel is probably a kilometre shorter and this may have the knock-on effect of needing less ventilation and access shafts.

3. Wimbledon station will still be on the surface. It will need extensive remodeling, but there will be no need for platforms in tunnels.

4. Wimbledon station could easily be rebuilt with the two hundred and fify metre long platforms needed for Crossrail 2.

5. Integrating the Crossrail 2 lines into the busy lines of the South Western Main Line, may well be an easier construction job on the London side, that causes a lot less disruption to an already overloaded route into London. South West Trains would do anything to avoid the line being shut for a long time.

6. Constructing the portal on the London side, may well cause less inconvenience to a smaller number of local residents.

For these reasons, I’ll look at the London side portal position and how it might affect those that live and work in the area.

This is a clip of the area of a possible London-side tunnel portal from Crossrail 2’s map from Wimbledon to Chelsea.

Crossrail 2 Wimbledon Poral Area

Crossrail 2 Wimbledon Poral Area

The area is mainly a collection of train sidings and depots and lots of industrial units, as this Google Earth image shows.

Crossrail 2 Wimbledon Area Now

Crossrail 2 Wimbledon Area Now

Unfortunately, the two maps are at a different orientation.

My feelings are that the two tracks will be served by a single island platform at Wimbledon station, which would obviously need a rebuild. This Google Earth image shows the station.

Wimbledon Station

Note the shopping centre to the south-east, with the Tramlink approaching from the south to a terminus squeezed in tight.

Wimbledon station is not a modern station by any means with several problems.

1. Access to the platforms is up and down steep steps.

2. There seems to be no logic to which platform you catch your train, except that the Underground platforms are together on one side of the station.

3. Tramlink needs at least an extra platform. At the moment the Tramlink stop at Wimbledon, must be one of the pokiest and passenger-unfriendly tram stops in the world, as it seems to have been modelled on the Black Hole of Calcutta. The improvements to Tramlink at Wimbledon are shown on this page of the TfL web site, but there is no design for the new Tramlink stop.

4. Changing between Tramlink, South West Trains services and the Underground involves going up one set of stairs and then down another.

5. London is moving away from manned ticket offices and the whole layout of stations is changing dramatically.

I’m no architect, but I know a good modern station layout like say Reading when I see it.

I think at Wimbledon, you could build a deck over all the lines and access the various services using escalators and lifts, as at Reading. All of the customer services and the shops and kiosks would be on the deck and passengers would just walk into the station at the deck level straight off the street. As at Reading and other new stations, passengers would tend to wait above rather than on the platforms.

The platforms would extend both sides of the bridge, so that Tramlink could have its own well-lit two-platform station tucked under the road outside the station or the car park opposite. One small point is that when I traced TfL possible GOBlin extension, it needed to reverse at Wimbledon. One or more bay platforms could be tucked in on the country-side of the station, if they were needed.

The French, Germans and a lot of other nations would handle the problem of Tramlink differently. They would probably run it across the station perpendicular to the train tracks, either on-street on in a tunnel. But we don’t like the first and the second would be expensive.  It would only work well, if the Tramlink was going to be extended to somewhere north-west of Wimbledon station.

I would though investigate a solution for Tramlink, similar to the platform layout used by the Overground at Clapham Junction, where the two services meet head on and passengers just walk up the platform to change trains. The problem is that Tramlink would need to cross the train lines as the tram and Underground lines are on different sides of the station. This would need a flyover or extensive on-street running for the trams, but I believe that it would be good to have both together in their own part of the station. At worst getting Tramlink from its awful location, would give passengers a better experience and release half a platform for train services.

Whilst I was writing this, I had an idea worthy of getting myself certified. And that is the tram-tube! It’s so bonkers, it needs a separate article, which I wrote later.

So that is my thoughts on Crossrail 2 at Wimbledon!

I believe that it can be put through a rebuilt station, with very little disruption.

I also don’t think it will disrupt much on the northern side or Wimbledon village side of the lines,

The dreadful station needs a complete rebuild anyway.

If the station design is done well, I think that everything else will fall into place.


April 26, 2015 Posted by | Transport | , , , | 2 Comments