In article ,
(Peter Smyth) wrote:

"Colin Rosenstiel" wrote in message
...
In article ,
(Michael Bell) wrote:

In article
,
Colin Rosenstiel wrote:

[snip]

Do you have examples?

Putney and East Putney.

[snip]

As someone brought up in Putney I wonder why on earth anyone would
want to interchange between Putney and East Putney

That's not the point. I am thinking of people on longer journeys for
whom a change at Putney would connect two otherwise unconnectable
routes and make the overall journey much easier.

Which "otherwise unconnectable routes", though?

Barnes to Parsons Green for example. There are lots of journeys from SWT
stations to District Line stations where this interchange is the
quickest
route.

And you have seen the origin and destination surveys showing the demand
for such journeys? I suspect that existing bus services would be quite
adequate to meet the demand.

--
Colin Rosenstiel

On Mon, 13 Oct 2003 01:17 +0100 (BST), (Colin
Rosenstiel) wrote:



As someone brought up in Putney I wonder why on earth anyone would want to
interchange between Putney and East Putney

I've done it loads of times - the train from my local station calls at
Putney and I want to change to the district line. Why would that be
so unusual?

In article , (K)
wrote:

On Mon, 13 Oct 2003 01:17 +0100 (BST), (Colin
Rosenstiel) wrote:

As someone brought up in Putney I wonder why on earth anyone would
want to interchange between Putney and East Putney

I've done it loads of times - the train from my local station calls at
Putney and I want to change to the district line. Why would that be
so unusual?

To go between which major transport nodes, though? Two stations from
Putney is Clapham Junction, a short ride from Wimbledon, the end of the
District Line. Similarly, Richmond is also on the District line. Sounds to
me like a link between the Putney stations would serve a very limited
number of links.

--
Colin Rosenstiel

On Mon, 20 Oct 2003 23:03 +0100 (BST), (Colin
Rosenstiel) wrote:

I've done it loads of times - the train from my local station calls at
Putney and I want to change to the district line. Why would that be
so unusual?

To go between which major transport nodes, though?

To go from my house to somewhere on the District line.

In article , (K)
wrote:

On Mon, 20 Oct 2003 23:03 +0100 (BST), (Colin
Rosenstiel) wrote:

I've done it loads of times - the train from my local station calls
at Putney and I want to change to the district line. Why would that
be so unusual?

To go between which major transport nodes, though?

To go from my house to somewhere on the District line.

Obviously a major traffic route then.

--
Colin Rosenstiel

On Thu, 23 Oct 2003 01:33 +0100 (BST), (Colin
Rosenstiel) wrote:


To go from my house to somewhere on the District line.

Obviously a major traffic route then.

Of course :-) There are other people who use my station (and others
on the line, of course.

K wrote:
On Thu, 23 Oct 2003 01:33 +0100 (BST), (Colin
Rosenstiel) wrote:
To go from my house to somewhere on the District line.
Obviously a major traffic route then.
Of course :-) There are other people who use my station (and others
on the line, of course.

I'm with K on this one. I think interchanges are needed at almost all
the places in London where lines cross each other. The sort of journeys
they'd help are the ones that are short, but slow by public transport.
The most logical solution is to cycle, but in practice most people
drive.

Rightly or wrongly, many people would consider rail for these journeys
but wouldn't consider bus.

And it's far cheaper to build interchanges than lines.

Colin McKenzie

On Sat, 25 Oct 2003 10:27:32 +0100, Colin McKenzie wrote:
I'm with K on this one. I think interchanges are needed at almost all
the places in London where lines cross each other. The sort of journeys

Indeed. H&C/Central/the line from Kensington
should all have an interchange just north of shepherds bush H&C

Paul Weaver wrote:
On Sat, 25 Oct 2003 10:27:32 +0100, Colin McKenzie wrote:
I'm with K on this one. I think interchanges are needed at almost all
the places in London where lines cross each other. The sort of
journeys

Indeed. H&C/Central/the line from Kensington
should all have an interchange just north of shepherds bush H&C

Taking that particular point of view one stage further, most of the
infrastructure is already in place for the District Line to start at the
already segregated platforms at Clapham Junction and go over the river, past
Olympia and through a somehow resurrected link back to the old Outer Circle
line and direct quite a lot of passenger traffic on towards Paddington, as I
would imagine that quite a lot of passengers go into the centre only to go
back out on a different route. There must also be a fairly high number of
travellers who have to change anyway at Clapham Junction, so interchanging
onto LU there would probably reduce the volume heading for Victoria or
Waterloo. (Basic theory is to disperse as many as possible away fom the
centre rather than bringing them in only for them to go out again.)
Still requires a bit of fine-tuning but it could be made to work.

On the original theme of cable-cars, a light-hearted approach with a bit
more chance of success (Travelator - yes / swinging vomit-inducers - no),
why not buy up a supply of human cannons (ex circus/ Government - you
choose) and place the person in, point in the right(-ish) direction and wait
for the big bang. Payment in advance only and it's my patent! As long as
it's not the wrong kind of gunpowder it would be probably the fastest public
transport that the capital has ever seen!

Have a nice day,
Paul

Paul wrote:
Paul Weaver wrote:
On Sat, 25 Oct 2003 10:27:32 +0100, Colin McKenzie wrote:
I'm with K on this one. I think interchanges are needed at almost
all the places in London where lines cross each other. The sort of
journeys

Indeed. H&C/Central/the line from Kensington

Presumably you mean the West London Line (WLL) from Kensington Olympia

should all have an interchange just north of shepherds bush H&C


Meaning White City? There is a plan for a new White City H&C station to
serve the new retail centre, but that's a long way from the WLL, which will
have a station near to Shepherd's Bush Central Line.

Taking that particular point of view one stage further, most of the
infrastructure is already in place for the District Line to start at
the already segregated platforms at Clapham Junction and go over the
river, past Olympia and through a somehow resurrected link back to
the old Outer Circle line

That would require reinstating the link from the WLL to Latimer Road on the
H&C, which was abandoned after being bombed in WW2. The West Cross Route
(ex-M41) and its junction to serve the White City retail centre is now in
the way.

and direct quite a lot of passenger traffic
on towards Paddington, as I would imagine that quite a lot of
passengers go into the centre only to go back out on a different
route. There must also be a fairly high number of travellers who have
to change anyway at Clapham Junction, so interchanging onto LU there
would probably reduce the volume heading for Victoria or Waterloo.
(Basic theory is to disperse as many as possible away fom the centre
rather than bringing them in only for them to go out again.)
Still requires a bit of fine-tuning but it could be made to work.

The other problem is that the WLL is an important freight route across
London, and cannot sustain a very frequent passenger service without loss of
freight paths. Also, where do your trains terminate? Paddington would be
possible eventually (post-HEx), I suppose. I doubt that there is the
terminal or line capacity further east.

I'm afraid this is an attractive and apparently simple scheme ("most of the
infrastructure is already in place") which is actually fraught with
difficulties.
--
Richard J.
(to e-mail me, swap uk and yon in address)