See How They Run: TPftLA: South

Purveyors of Transport Information to the Aristocracy since September 1998

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Index: Tube & Rail, Tramlink, Air, Others

Tube & Rail

Bakerloo Line to Camberwell or Lewisham
Battersea Power Station new railway
Bell Green new station
Brixton High Level new station
Brockley Station
Camberwell and Walworth new Thameslink stations
Catford and Catford Bridge
Chessington branch extension
Connex new stock
Eastfields new station (Mitcham/Streatham)
Gatwick Airport Station
New Beckenham to Beckenham Junction closure
North London Line to Kingston
Northern Line new branch south from Kennington
Putney interchange improvement
Rail tunnel from Streatham to Streatham Hill
South Central Metro service restructuring and rolling stock
South London Metro
South-western lines suburban capacity enhancements
South Western franchise failed bids
South Sutton and the Epsom Downs branch
Victoria Line to Herne Hill
Victoria to Sutton, Dorking, Horsham and Chichester
Worcester Park

Tramlink

Croydon Tramlink
Merton Tramlink
Sutton Light Rail
Tamworth Road (Croydon) tramstop
Tooting Tramlink
Tramlink Purley Way loop
Tramlink to Biggin Hill Airport
Tramlink to Crystal Palace
Tramlink to Purley, Thornton Heath and Norbury
Tramlink to Vulcan Way (New Addington)
Wandle Way (Willow Lane) proposed tramstop

Air

Battersea Heliport sale
Biggin Hill Airport enlargement

Others (Road,
Bus Stations,
Intermediate
Modes & Foot)

A205 Catford
A23 Intermediate Mode
A24 / A217 Link Road (Sutton Common)
Bromley Common Park + Ride and Masons Hill widening
Coulsdon Inner Relief Road
Elephant Links
Elmers End enhancements
Southend Lane low bridge

Vauxhall improvements

Walton-on-Thames Bridge
Walworth busway


Scheme

Modification date

Coulsdon Inner Relief Road

2001 Nov 28 up

  • Contact project manager Bob New on Tel: +44 20 7941 7242
  • Runs from Brighton Road, just south of Coulsdon South station, to Brighton Road just north of Smitham station. The alignment is shown in recent copies of the A-Z street atlas.
  • In July 1999, Croydon Council stated that work was due to start in 2001
  • In July 2001, London's Mayor stated that Transport for London would develop a revised version of the scheme
  • In October 2001, Croydon Council held an exhibition and produced a leaflet concerning the scheme. The section of Brighton Road between Lion Green Road and Chipstead Valley Road would have access restricted. The relocation of Smitham Station on the east side of Brighton Road was an option

Victoria to Sutton, Dorking, Horsham and Chichester

2001 Nov 28 up

  • In May 2000, Govia announced their New Southern Railway proposal for winning the South Central franchise. Details of the proposal included the following infrastructure improvements: track realignment at Mitcham Junction, remodelling of the track layout at Epsom station, and line speed improvements between Balham and Sutton, between Selhurst and Sutton, and between Sutton and Chichester via Horsham. Four fast trains per hour between Victoria and Horsham via Sutton (half continuing to Chichester) would start in May 2004
  • On 26th August 2001, the franchise handover to Govia took place. The new official website for the railway was http://www.southcentraltrains.co.uk, although this was expected to change to http://www.newsouthernrailway.co.uk
  • In October 2001, MPs were reported to have been told that the collapse of Railtrack would cause serious delays to the upgrade

Tramlink to Crystal Palace

2001 Nov 28 up

  • In March 1999, London Transport announced that consultant Ove Arup would study potential and route for extending Tramlink to Crystal Palace, and the possibility of a bus station at Crystal Palace. A possible route might involve following the railway from a point between Harrington Road and Birkbeck tramstops to Crystal Palace station, extending into the park. The report was expected in April 1999
  • In approximately September 1999, Bromley's Integrated Transport Strategy Report voiced strong support for extending Tramlink to Crystal Palace
  • In December 1999, London Transport's map of possible Tramlink extensions showed the branch, and also showed a triangular junction near Arena stop to allow direct trams between Crystal Palace and Elmers End
  • In January 2001, London's Mayor described a Tramlink extension to Crystal Palace as "possible"
  • In January 2001, TfL stated that one of the options that had been discussed was to extend Tramlink to Crystal Palace station and to provide a fixed link (for instance, escalator or funicular) from the terminus up to the bus station in The Parade. This would have the advantage of keeping the trams clear of the traffic congestion around the roundabout and would also link all of the transport infrastructure together. The steep gradient between the station and the Parade was another reason to terminate the trams at the station
  • In October 2001, Transport for London were considering taking over the single track railway through Birkbeck to allow doubling of the existing tramway to Beckenham Junction, with a triangular tram junction near Harrington Road station and a new tram route to Crystal Palace. A half-hourly tram between Crystal Palace and Beckenham Junction would replace the existing train service, and an extra tram service would run between Crystal Palace and Harrington Road and further south

Chessington branch extension

2001 Sep 17 up

  • In the first half of the twentieth century a proposal existed to extend the Chessington branch to Leatherhead, and an embankment stretching some distance south from Chessington South was actually constructed
  • In July 2001, the government stated that Stagecoach SWT had evaluated an extension to serve new housing areas in closed hospitals on the northwest side of Epsom, and that the local authority supported the scheme

A205 Catford

2001 Sep 17 up

  • The original scheme has made little progress towards funding and construction
  • Many properties have been purchased by the trunk road authority
  • In approximately 1998, Lewisham Council submitted a much smaller scheme in the hope of getting something built
  • In July 1999, Lewisham Council were still hopeful for a small scheme to go ahead (not the bus lanes mentioned below)
  • In late 1999, a contraflow bus lane was introduced in Rushey Green and a bus-only lane was built from Rushey Green to Catford Road. These allow buses from Lewisham to Bromley Road to save up to 3 minutes and buses from Lewisham to Catford Road to save up to 3 minutes
  • In July 2000, London's Mayor stated that a reduced A205 scheme would be drawn up

Downham No Rail

2001 Sep 17 up

  • In July 2000, Lewisham Council was seeking funding for a limited stop electric bus between Lewisham town centre and Grove Park "along many roads not traditionally served by bus services". A bid for 0.38m was made

Southend Lane low bridge

2001 Sep 17 up

  • In July 2000, Lewisham Council stated that a proposal existed to replace the low narrow bridge over this Transport for London road with a wider higher one, with the financial assistance of local developers

Tramlink to Vulcan Way (New Addington)

2001 Sep 17 up

  • In December 2000, Transport for London were considering an extension from the current New Addington terminus to Vulcan Way

Elmers End enhancements

2001 Sep 17 up

  • In 2000, a bus/tram/train interchange at Elmers End was said to be proposed
  • In December 2000, Transport for London were considering a second Tramlink platform at Elmers End, and also a wheelchair-accessible footbridge

North London Line to Kingston

2001 Sep 17 up

Gatwick Airport Station

2001 Sep 17 up

  • GoVia, the new South Central franchise holders, have agreed with the Strategic Rail Authority to provide extra platforms at Gatwick Airport Station

South Central Metro service restructuring and rolling stock

2001 Sep 17 up

  • In May 2000, Govia's bid for the South Central franchise had an official web-page . The South Central metro would be restructured in May 2002 with the following guide to possible services, where tph = trains per hour (a note on alignments losing public service follows):
    • 4tph: Victoria - Norbury - East Croydon - Smitham/Tattenham Corner
    • 4tph: Victoria - Crystal Palace - West Croydon
    • 2tph: London Bridge - Tulse Hill - Crystal Palace - Beckenham Junction
    • 2tph: Watford Junction - Clapham Junction - Crystal Palace - East Croydon - Three Bridges
    • 4tph: London Bridge - Tulse Hill - Norbury - West Croydon - Sutton
    • 4tph: London Bridge - Forest Hill - East Croydon - Caterham
    • 4tph: London Bridge - Forest Hill - West Croydon - Sutton/Epsom Downs
    • 4tph: Victoria - Sutton - Epsom
    • 4tph: Thameslink/Blackfriars - Wimbledon - Sutton - West Croydon - London Bridge (diversion of existing Thameslink - Wimbledon Loop services)
    • 4tph: Victoria - Peckham Rye - London Bridge
    • Editor's note : from this, it appears that the following alignments would possibly lose public service:
      • Sydenham - Crystal Palace (this would later be used by the Extended East London Line)
      • Streatham to Mitcham Junction (see below)
  • In October 2000, the Strategic Railway Authority announced that Govia were preferred bidder for the South Central franchise. Enhancement of the South London Metro including higher frequencies, earlier first trains and later last trains was now expected in 2001. Govia's rolling stock proposals for the entire franchise area were described:
    • 396 carriages to be delivered by 2002, and a further 334 by 2004
    • The entire stock of Mark 1 'slam door' carriages to be replaced by 2004 at the latest
    • Additional trains to be brought into service each year throughout the duration of the 20-year franchise to meet expected demand, totalling 1000 new carriages
    • Refurbishment of entire power-door rolling stock (early 2002 to late 2005)
  • In February 2001, Govia stated that Connex's franchise was due to expire in May 2003, but they were hoping to take over before that at end 2001 / start 2002. They planned to introduce a regular timetable with trains at the same minutes past each hour for at least 16 hours per day, 6 days per week, peak and off-peak (Sunday was unlikely to have the same timetable). They were committed to running 40 metro trains per hour into London, and 22 long distance trains per hour into London, but the exact pattern of services was not yet fixed. The plan to break the Thameslink Sutton loop, which currently provides the only all-day service between Streatham and Mitcham Junction, had been withdrawn. The Mitcham Junction curves would be straightened: whether the new alignment would be squeezed beneath the existing Tramlink viaduct or a new Tramlink viaduct would be built had not been decided
  • In March 2001, the Strategic Rail Authority stated that the construction of a flyover at Windmill Bridge within 1-4 years had been agreed with GoVia. (This will prevent some or all trains from Victoria to East Croydon from crossing the paths of trains from East Croydon to London Bridge.) Platform lengthenings on metro services and the Caterham / Tattenham Corner branches within 1-4 years had also been agreed
  • On 26th August 2001, the franchise handover took place. The new official website for the railway is http://www.southcentraltrains.co.uk, although this was expected to change to http://www.newsouthernrailway.co.uk. The new timetable was still expected to start in Autumn 2002

Southwestern franchise failed bids

2001 Sep 17 up

  • In September 2000, First Group and Nederlandse Spoorwegen proposed a three phase plan for the next 10 years, costing between 2000m and 5000m:
    • Phase 1: over the next 3 years a 25% increase in passenger services with 12 carriage trains and extended platforms
    • Phase 2: a 40% service increase including extra tracks, new trains and a short tunnel at Wimbledon connecting SWT services with the Thameslink network
    • Phase 3: a doubling of existing services, new single and double-decker trains, and a 5-mile tunnel connecting Wimbledon with King's Cross via new or expanded stations at Wandsworth, Clapham Junction, Chelsea, Victoria and Tottenham Court Road (note similarity with the Hackney-Southwest Line). There would be 24 double-deckers per hour serving suburban routes only, because the cost of rebuilding bridges and tunnels in the entire SWT network would be too great
  • In September 2000, Connex 's bid had failed
  • In January 2001, Sea Containers (which runs GNER) revealed their 4500m bid (website now closed) which included replacing Clapham Junction with a 110m new station about 500 metres to the east, building a fifth track for nine miles from Clapham to Surbiton (passing beneath Wimbledon in tunnel) and a tunnel called the London Diagonal from the new Clapham Junction to Victoria, Tottenham Court Road and Kings Cross. The new Clapham Junction wouldn't open until 2012
  • In April 2001, the Strategic Rail Authority was reported to have chosen Stagecoach for the 20-year franchise extension

Southwestern lines suburban capacity enhancements

2001 Sep 17 up

  • In March 1999, Railtrack announced that a study examining techniques to increase passenger capacity on suburban routes from Waterloo would be completed by 2000, and would consider use of double-decker trains and / or platform lengthening
  • In September 1999, Stagecoach SWT were rumoured to be considering paying for capacity enhancements on the approach to Waterloo
  • In November 1999, Stagecoach SWT stated that they were considering spending up to 1000m on extending platforms at Waterloo into the concourse area to allow some or all platforms to hold two 8-carriage trains, and building a second concourse at a higher level. Double-decker trains were also being considered. Some trains might be curtailed at Clapham Junction or Vauxhall (whether the curtailment was temporary or permanent was not made clear). This might form part of SWT's franchise deal
  • In mid 2000, Railtrack gave the cost of proposals for increasing capacity in the SWT area as 1600m
  • In January 2001, Stagecoach SWT stated that their 2000m plan included a concourse at Clapham Junction with escalators down to platforms
  • In April 2001, Strategic Rail Authority chose Stagecoach for the 20-year franchise extension (see also failed bids ).
    • Stagecoach committed to achieving by 2004:
      • lengthened platforms at Waterloo and throughout the suburban system (Chessington, Hampton Court, Kingston Loop, Shepperton, Dorking and Windsor Lines) to allow 10-car trains instead of the current 8-car trains
      • 14 extra trains in each peak on the Windsor and Reading lines
      • 15-minute frequency on the suburban lines through Hounslow and Putney.
    • Stagecoach also "aspired" towards:
      • 16-coach trains on long-distance routes by 2006
      • Extension of Waterloo platforms 1-6 for 12-car suburban trains by 2009
      • Double deck trains between Waterloo, Guildford, Basingstoke, Chessington, Hampton Court and Kingston
  • In April 2001, SWT order 1000m worth of new trains to enter service gradually between November 2002 and September 2004

Bromley Common Park + Ride and Masons Hill widening

2001 Apr 01 up

  • Bromley has had a P+R in the run up to Christmas since the mid 1990s
  • In July 1998, Bromley Council were proposing a feasibility study for a 500 space car park on Bromley Common (south of Rookery Lane) for an all-year P+R service to Bromley town centre
  • In July 1999, Bromley Council stated that planning consent for P+R had not yet been given, but the scheme was still alive. Bus priority measures are planned on Masons Hill to allow the express bus to compete effectively with cars
  • In July 2000, Bromley Council stated that the 2-lane Masons Hill didn't allow bus priority measures. Widening was planned in conjunction with property redevelopment. The widening line had been safeguarded following the approval of an inquiry. Much land had been acquired

South Sutton and the Epsom Downs branch

2001 Apr 01 up

  • In July 1999, Sutton Council stated that in conjunction with Railtrack they were "considering the feasibility of providing a new rail halt between Sutton and Belmont to serve the Overton Grange secondary school which opened recently". The school is on the south-west side of the Ventnor Road bridge over the railway, where the double track railway becomes single. Sutton intend to bid for 0.5m funding in calendar years 2003-4
  • In July 1999, Sutton Council mentioned the possibility of converting the Sutton - Epsom Downs branch to a higher frequency self-contained shuttle with additional stops added: trains were explicitly mentioned, and trams were not. No mention was made of the fact that the line was reduced some years ago to mostly single track, and cannot support much more than the current peak service without restoration of some double track sections
  • In July 2000, Sutton Council intended to bid for 0.5m over the period 2002-5 for the "Ventnor Road Halt (South Sutton)"

Under Construction A24 / A217 Link Road (Sutton Common)

2001 Apr 01 up

  • A 3.22m scheme linking London Road (just north of Hamilton Avenue) with Oldfields Road (just north of Stayton Road)
  • Two sections have been completed
  • In July 1999, Sutton Council stated that bids for a total of 1.8m would be made between 2000 and 2004
  • In July 2000, Sutton Council stated that bids for between 0.2m and 0.5m per year would be made between 2001 and 2006

Tramlink Purley Way loop

2001 Apr 01 up

  • In September 1996, London Transport described a possible Tramlink loop which leaves the existing Tramlink route at Drury Crescent, serves the Purley Way development area, and rejoins at Therapia Lane station, stating that it "may have potential"
  • In December 1999, London Transport's map of possible Croydon Tramlink extensions showed the loop
  • In February 2001, Transport for London opposed the loop, proposing instead a bus around the estate which could carry people and shopping trolleys to the tramstop

Wandle Way (Willow Lane) proposed tramstop

2001 Apr 01 up

  • Between Mitcham and Mitcham Junction tramstops
  • In July 1999, Mitcham Council stated that the Tramlink operator was due to carry out feasibility studies during Summer 1999. Mitcham planned to bid for 0.55m funding in 2001-2
  • In February 2001, Transport for London opposed the new stop as being too close to adjacent stops, and encouraged the trading estate to pay for a minibus service to link several factories with Mitcham Junction

Sutton Light Rail

2001 Apr 01 up

  • In 1996, Merton Council initiated a study into converting the "Wall of Death" Wimbledon to Sutton railway into light rail (nothing seems to have come out of this)
  • In September 1996, a London Transport study described a Croydon Tramlink branch as "promising". Running from Wimbledon station to Sutton station, it would branch off the existing Tramlink at Morden Road tramstop and use Morden Rd, Morden Hall Rd, St Helier Avenue, Rose Hill and Sutton High Street. Other possible Tramlink extensions in the Sutton area were shown as serving St Helier Hospital (via Aultone Way), Bishopsford Road, Wallington station and Waddon station
  • In July 1998, Croydon Council produced a map of proposed Croydon Tramlink extensions which showed the Morden Road to Sutton alignment
  • In July 1999, Sutton Council stated that the on-road route from Sutton Station to the borough boundary on St Helier Avenue was safeguarded, and that they intended to bid for 80m funding to be spent in the financial year 2004-5
  • In December 1999, London Transport's map of possible Croydon Tramlink extensions showed a route from Wimbledon Station via The Broadway, Merton Road, Morden Road, Morden Station, St Helier Avenue, Rose Hill and High Street to Sutton
  • In July 2000, Sutton Council intended to bid for 1m in 2003-4, 40m in 2004-5 and 39m in 2005-6, the total bill for the line from Sutton to Morden Road tramstop adding up to 80m
  • In January 2001, London's Mayor described a Tramlink extension to Sutton as "possible"
  • In February 2001, a Transport for London source suggested that a tramline from Sutton to Wimbledon would require increased turning capacity at Wimbledon. The road bridge over the tramline at Morden Road might be replaced by a level crossing, at which trams to Sutton could join and leave the existing tracks. This might also involve trams between Wimbledon and Croydon diverting at the new level crossing to serve Morden station before returning to the new level crossing and then proceeding as now. Another option being considered was to run trams on Kendal Gardens (a green space over the Northern Line tunnels). A route from Sutton to Tooting Broadway via Mitcham Junction was still being considered

Tooting Tramlink

2001 Apr 01 up

  • In December 1999, London Transport's map of possible Tramlink extensions showed an alignment from South Wimbledon station direct to Tooting Thameslink station (presumably via the abandoned railway), crossing Merton Tramlink at or near Colliers Wood. An additional alignment ran from Tooting Thameslink station to Mitcham Junction
  • In February 2001, a Transport for London source stated that a route from Tooting Broadway to Sutton via Mitcham Junction was still being considered

Tamworth Road (Croydon) tramstop

2001 Apr 01 up

  • Tramlink was built with a straight track adjacent to a development in Tamworth Road (between Reeves Corner / Church Street and West Croydon tramstops) to facilitate addition of a tramstop
  • In December 2000, an attempt was being made to get the developer to buy an extra tram to enable Tramlink to cope with the longer running time
  • By February 2001, the developer had agreed to pay for the tramstop

Battersea Power Station new railway

2001 Apr 01 up

  • Amusingly incomprehensible official website
  • In early 1997, outline planning permission was granted for a "major mixed use development" at Battersea Power Station. A legal agreement has been signed that requires the developer to provide a purpose-built rail shuttle between Victoria and the development, and potentially between the development and Clapham Junction. The developer is required to ensure that 80% of visitors arrive by public transport
  • In July 1999, Wandsworth Council stated that planning permission had been granted, but that work had not yet commenced, and that the new railway "is to be implemented"

Bakerloo Line from Elephant & Castle to Camberwell or Lewisham

2001 Apr 01 up

  • SARNS - "Needs public/private financing before it goes to planning"
  • David Connor - "Local authorities have been pressing for [southern extensions to the Bakerloo line] since 1920, powers to extend to Camberwell were granted in 1931, and in March 1949 London Transport announced that the extension would go ahead, although in September 1950 they announced "with great regret" that the scheme was again deferred indefinitely. Later proposals sent the line on from Camberwell to Peckham, or from Elephant to Bricklayer's Arms and over the disused trackbed to Lewisham. Part of the Camberwell extension was actually constructed circa 1939 in conjunction with platform lengthening - the old sidings at Elephant & Castle (under the New Kent Road) were abandoned, and replaced by new sidings under Walworth Road on the Camberwell alignment. I can't see anything happening now - the Thameslink line is crying out for new stations at Camberwell and Walworth, and the Central Area Streetcar scheme has gradually been projected on from Waterloo to Camberwell, and now Peckham"
  • Mark Etherington - "I read in the Evening Standard in October 1998 that the Camberwell (& Peckham?) Tory party proposed a motion at the Tory conference urging Her Majesty's Opposition to lobby the government to extend the Bakerloo line to Camberwell"
  • In July 1999, the scheme did not feature in Southwark Council's transport plan
  • In December 2000, the Camberwell Group (a community group) proposed to the Strategic Rail Authority and Southwark Council that the imminent reconstruction of Elephant & Castle should be used as an opportunity to realign the Bakerloo tunnels to facilitate subsequent Bakerloo extension to Camberwell. (Editor's note: the Bakerloo Line originally had sidings beneath the New Kent Road, which were abandoned when new sidings under Walworth Road were constructed. The new sidings are on the alignment of the uncompleted Camberwell Extension, and were constructed under the powers granted for it in 1931)

Camberwell and Walworth new Thameslink stations

2001 Apr 01 up

  • Both stations would be on the railway between Elephant & Castle and Loughborough Junction. Camberwell station would be by Camberwell New Road on the site of the old Walworth bus garage. Walworth Station would be by John Ruskin Street
  • In July 1995, Southwark Council were proposing a feasibility study for these stations, and were suggesting that Camberwell would be the first to be built
  • In June 1999, Railtrack stated that they supported a new station at Camberwell
  • In July 1999, Southwark Council stated that they were continuing to lobby for a Camberwell station: Walworth station was no longer mentioned
  • In October 1999, Sainsbury were negotiating turning Walworth Bus Garage into a supermarket
  • In mid 2000, Railtrack's list of proposed stations did not include either Camberwell or Walworth
  • In December 2000, Southwark Council submitted a proposal for a Camberwell station to the Strategic Rail Authority

South London Metro

2001 Apr 01 up

  • In July 1998, the London Regional Passengers Committee published "The South London Overground: the case for enhanced suburban rail services" which advocated increased frequency on a large number (most?) of South London's railways
  • In March 1999, the LRPC stated that the backing of Connex, Thameslink and SWT meant that results would be delivered by January 2000
  • In September 2000, the South London Metro Steering Group produced a brochure entitled "Revitalising South London's Rail Network" summarising a technical study. Rail carried fewer than 1% of off-peak journeys in South London. Desired minimum frequencies were 6 trains per hour at stations in Zones 1-4 and 4 tph at stations in Zones 5 & 6, and this could be achieved at nearly all stations. On top of 20m infrastructure costs, additional operating cost would be 200m over 30 years: the increase revenue might exceed the additional cost by 115m or might fall short of it by 125m. A simpler pattern of services would apply, with some currently direct journeys requiring a change of train: in particular, some stations which currently have services to multiple London termini might end up with service to only one London terminus, and some unspecified branches might see off-peak services to Central London withdrawn and replaced by higher frequency shuttles to interchanges
  • See also South Central Metro restructuring and South-western suburban capacity enhancements

Biggin Hill Airport enlargement

2001 Apr 01 up

  • In November 1999, Biggin Hill Airport Ltd was planning a new 15m passenger terminal and hotel complex as part of its strategy for the next 15 years
  • The new 6000m terminal would have 12 aircraft stands and parking for 2000 cars, and would be similar in size and style to the new terminal at Southampton Airport. Expected to handle 1.3 million passengers per year (as opposed to the current 50,000), the terminal would be designed by regular Biggin Hill passenger Sir Norman Foster and would have a bus connection to the Docklands Light Railway. Operating hours would also be extended
  • The current terminal would be retained to cater for corporate travel, and the east-west runway would be taken out of service
  • In March 2000, it was announced that residents will be able to view plans at a public exhibition from April 12th to April 15th 2000
  • In March 2000, Bromley Council decided against the operating hours extension on March 24th 2000
  • In November 2000, the High Court gave Biggin Hill Airport Ltd the right to run chartered and scheduled flights (see below)
  • In December 2000, Bromley Council succeeded in getting the government to reverse an earlier government decision that planning permission would not be needed for a new 160m by 40m hangar
  • In February 2001, Bromley Council won the right to fight the November 2000 High Court ruling which allowed chartered and scheduled flights. The appeal case will be heard in the Court of Appeal between September and December 2001

Tramlink to Purley, Thornton Heath and Norbury

2001 Apr 01 up

  • In January 2001, London's Mayor described Tramlink extensions to Purley, Thornton Heath and Norbury as "possible"

Vauxhall improvements

2001 Apr 01 up

  • Official website
  • The full plan involves pedestrianisation and improved bus interchange
  • In May 1999, bus lanes were created. The Traffic Director for London monitored the situation on a weekly basis before any further shift away from cars was attempted at this busy and strategic location
  • In August 1999, the phases of the traffic lights were altered to test how much of a reduction in traffic levels could be achieved. The bus lanes should protect buses from any congestion
  • In April 2000, planning permission for a 15m "beetle-shaped" bus station was being sought, with completion planned for December 2001
  • In February 2001, Sea Container's bid for the South West Trains franchise included a separate design for Vauxhall station

Open Croydon Tramlink

2000 Dec 03 up

  • Completely open:
    • Route 3 from Croydon to New Addington opened on 10th May 2000
    • Route 2 from Croydon to Beckenham Junction opened on 23rd May 2000
    • Route 1 from Wimbledon to Elmers End opened on 30th May 2000
  • Track map marking single track sections and crossovers on the LRTA site
  • Timetables in Adobe Acrobat pdf format on the Council site
  • Excellent detailed maps on Stephen Parascandolo's site
  • Other websites: the official site and Stacey Harris's site
  • A viability assessment performed before opening suggested that the system would run at a profit and would require no subsidy for day-to-day operation
  • The last of the fleet of 24 trams, each of which can carry 70 seated and 130 standing passengers, was delivered on the 7th June 1999. Only 21 will be in service at any time
  • David Connor in 1998 - "Due to open at 10:00 on 4th November 1999. It was rumoured that the Tramlink Act only gave permission to temporarily suspend the existing rail services while Tramlink is constructed, not to abandon them. Thus, as far as I know, no permission to close [former] Addiscombe station permanently has yet been obtained"

Victoria Line to Herne Hill

2000 Dec 03 up

  • In 1995 London Underground were considering building a terminal loop south of Brixton, because the scissors crossover just north of Brixton was the bottleneck preventing frequency increase on the Victoria Line. One option involved routing the loop beneath Herne Hill Railtrack station and building a Victoria Line / Railtrack interchange there

Merton Tramlink

2000 Dec 03 up

  • This is a scheme for a second tram route from Wimbledon station to Mitcham Junction. The alignment runs alongside the railway from Wimbledon to Haydons Road, and then curves to the south, running down the east side of the River Wandle to Colliers Wood station. After a street-running section on Christchurch Road, Western Road, Upper Green and Commonside East, the alignment bends sharply to the south to follow the railway to Mitcham Junction
  • The scheme was included in London Transport's Intermediate Modes study
  • In 1995 or 1996, Merton Council produced a brochure (still available in November 2000 from Tel: +44 (0)20 8545 3818) stating that the scheme could be operational within 5 years of completing the Transport & Works Act submission. The following tramstops were given:
    • Wimbledon station
    • Haydons Road station
    • Colliers Wood (possibly a short distance southwest of the station)
    • Tandem Works (possibly near Palestine Grove)
    • Lavendar Avenue (at its junction with Western Road)
    • Mitcham Fair Green (at Upper Green)
    • Mitcham Junction
    • A possible "extension" to the Wimbledon Stadium redevelopment was mentioned in passing
  • In 1996, Merton Council funded studies which proved that the scheme was both technically feasible and financially viable
  • In September 1996, London Transport stated that a bus-based solution was more appropriate
  • In 1998, a business case and a traffic impact assessment were being compiled
  • In August 1999, Merton Council stated that they intend to conclude "desk studies" in 1999, and deposit a Transport & Works Act submission in 2000. The scheme was described as an extension of Croydon Tramlink
  • In December 1999, London Transport's map of possible Croydon Tramlink extensions showed the scheme

Connex new stock

2000 Dec 03 up

  • In July 1999, Connex stated that they were buying 120 new air-conditioned coaches for routes between London and the Sussex coast. They would be electrically compatible with all Connex routes and the Thameslink 2000 corridor. The 28 three-coach and 9 four-coach Class 375 units, costing almost 100 million, are due to enter service in 2001. If the franchise renewal bid is successful, Connex hopes to replace all remaining slam door trains on Sussex coast lines by 2003
  • In October 2000, Connex lost their South Central franchise. New rolling stock which has already been ordered might be reassigned to their South Eastern franchise which they may retain for some years

Eastfields new station (Mitcham/Streatham)

2000 Dec 03 up

  • Between Mitcham Junction and either Balham or Streatham, probably to be served by all trains which currently serve Hackbridge
  • In approximately 1986, Grove Road was straightened in order to make room for the station, which will cost up to 3m
  • On February 11th 1999, Merton Council agreed to approve negotiations with Railtrack, Connex and Thameslink
  • Railtrack were said to be "keen"
  • In July 1999, Merton Council stated that "in 2000-1 a comprehensive study will be completed and preliminary layout, design and contract documents will be prepared"
  • In October 2000, the Strategic Rail Authority announced that Govia were the preferred bidder for the South Central franchise, with a package which was expected to include opening Eastfields station by 2004

Battersea Heliport sale

2000 Oct 06 up

  • On 15th August 2000, GKN, owners of London's only commercial heliport, stated that it was up for sale. It was rumoured that Harrods owner Mohamed Fayed might put in a bid (see Harrods Heliport)

Bell Green new station

2000 Oct 06 up

  • In July 1999, Southwark Council stated that studies and preliminary designs for a new station were planned for the years 2000-2002. Whether the station would replace Lower Sydenham or be in addition to it was not stated
  • In mid 2000, Railtrack's list of proposed stations did not include this

Brixton High Level new station

2000 Oct 06 up

  • In July 1999, Southwark Council stated that studies and preliminary designs for a new station were planned for the years 2000-2002
  • In mid 2000, Railtrack's list of proposed stations did not include this

Walton-on-Thames Bridge

2000 Oct 06 up

  • The current Walton Bridge was built in 1953 as a temporary steel structure to replace the old bridge damaged in the Second World War. There are no other bridges over the Thames between Chertsey and Hampton Court
  • In July 1999, Surrey Council stated that the bridge was in an advanced state of deterioration and subject to a 7.5 tonne weight limit. Further deterioration could lead to a 3 tonne weight limit or closure, with dire consequences for traffic in Chertsey and Hampton Court. A permanent replacement with 40 tonne capacity and bus priority measures is unlikely to be complete until 2005/6 at the earliest, due to statutory procedures, a public inquiry and probable compulsory purchase. A temporary replacement was due to be in place from summer 1999 (see below)
  • In July 1999, Surrey Council gave the provisional timetable for the permanent replacement:
    • July 2000: scheme appraisal to be submitted
    • January 2001: publish statutory orders and submit planning application
    • Late autumn 2001: public inquiry
    • Late Autumn 2002: publish inquiry inspector's report
    • Winter 2002/Spring 2003: complete the design and invite tenders
    • Summer 2003: start construction
    • Summer 2005: complete construction
  • The replacement temporary structure was opened in November 1999

Elephant Links

2000 Oct 06 up

  • Elephant Links is a proposal to transform the Elephant & Castle area by improving Underground, Railtrack, bus and tram interchange and reducing road traffic
  • In July 1999, an outline brief was published: Southwark Council stated that the developer would be selected in April 2000
  • In July 1999, London Underground predicted that a new ticket hall would be complete by 2001
  • In June 2000, the developer was chosen. The plan included a road tunnel(s) to take traffic off the streets, although all details were not finalised

New Beckenham to Beckenham Junction closure

2000 Jun 06 up

  • J. B. Youles in 1999 - "The twice an hour off-peak service between Cannon Street and Beckenham Junction via Catford Bridge (every other one extended to Orpington via Bromley South) is to be discontinued from May 2000. According to the local rag, [Connex] are going to run more trains to Hayes. But although this line crosses under the Orpington - Victoria line in Beckenham, to interchange between the 2 routes requires a twenty-minute hike. No more trains will run between New Beckenham and Beckenham Junction"
  • This change was proposed as a result of the changes in travelling patterns which would occur with the opening of Croydon Tramlink
  • In May 2000, the change went ahead as planned, leaving only a minimal service on the line

Worcester Park

2000 Apr 06 up

  • The scheme involving Kingston and Sutton Councils, a developer, Railtrack, South West Trains and SWELTRAC will bring improved bus access, and wheelchair access to the southbound platform (the northbound platform is already accessible)
  • In July 1999, Sutton Council stated that a bid for 0.2m government funding has been made for the financial years 2000-2

Tramlink to Biggin Hill Airport

2000 Jan 31 up

  • Biggin Hill Airport currently has only 50,000 passengers a year: however, the airport and surrounding companies are the second most important employment area in Bromley Borough
  • Bromley Council were advised by engineers that Tramlink could be extended a distance of 1 miles from New Addington to Biggin Hill Airport at some point in the future, but that in the interim a bus link may be provided
  • In approximately September 1999, Bromley's Integrated Transport Strategy Report voiced some support for extending Tramlink to the airport
  • In December 1999, London Transport's map of possible Tramlink extensions did not include Biggin Hill

Brockley Station

1999 Dec 06 up

  • In July 1999, Southwark Council stated that some unspecified work or feasibility study is planned for the years 2000-2002. No indication was given of whether this would concern new platforms on the Nunhead to Lewisham line

Putney interchange improvement

1999 Oct 19 up

  • In July 1998, Wandsworth Council were proposing to build a footbridge at Oxford Road to aid interchange between District and SWT stations
  • In July 1999, Wandsworth Council stated that SWELTRAC advocated a new Oxford Road entrance to the SWT station, but SWT objected. Improved signs between the two stations were then advocated

Rail tunnel from Streatham station to Streatham Hill station

1999 Sep 26 up

  • The 1989 South London Assessment Study stated that a problem with South London's railways is that stations are served by many routes, but each route has low frequency. The study proposed serving the same stations with fewer, more frequent routes and improving interchange between the routes
  • My map is here
  • All stopping trains northward from Streatham Common would be routed via Streatham and a new tunnel to Streatham Hill and Victoria
  • The other proposal of the 1989 study was Croydon Tramlink, which is under construction, but the rationalisation suggestion may be dead

Catford and Catford Bridge

1999 Sep 13 up

  • In July 1999, Southwark Council described a "combined station development" to be mostly funded by a developer and the rail industry. Whether interchange between the two lines would be improved was not stated

Walworth busway

1999 Sep 13 up

  • In mid 1997, London Transport had embryonic proposals for a segregated busway between the Old Kent Road and Elephant & Castle, via Burgess Park and the Aylesbury Estate
  • By 1998, this scheme had presumably been merged with the Cross River Transit Link

Northern Line new branch south from Kennington

1999 Aug 28 up

  • Studies have suggested extending the Northern Line Charing Cross branch from Kennington to various places to the east of the Stockwell route. A route discussed in the 1989 South London Assessment Study served Brixton, Streatham and Crystal Palace. Trains from Crystal Palace would only serve one of the routes north of Kennington, and trains from Morden would only serve the other
  • In July 1995, Southwark Council stated that there was no agreed route or funding

A23 Intermediate Mode

1999 Apr 11 up

  • In September 1996, London Transport defined the "core alignment" from West Croydon via London Rd, Streatham High Rd, Streatham Hill, Brixton Hill, Brixton Rd and Kennington Park Rd to Elephant & Castle. Alternative northern termini were given as Victoria (via Harleyford Rd and Vauxhall Bridge Rd) and Waterloo (via Kennington Rd)
  • In September 1996, London Transport stated that this scheme might justify a tram solution
  • In February 1999, London Transport seemed to be no longer mentioning this scheme

See How They Run: TPftLA: 1998-2001
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