London's transport network if they gave me unlimited crayons

London's transport network if they gave me unlimited crayons by Shark Apologist

created at 2025-03-06T02:37:43.818Z

updated at 2025-08-11T07:19:59.927Z

Hypothetical continuation of London's transport network if given an incredibly high, but not limitless budget. Just because the budget seems endless doesn't mean we don't have to be cost-effective with it. Land acquisition and tunnelling should be avoided where possible, but can be justified if service requirements demand it. A limited number of Crossrail-style projects is permitted to deal with population growth, but other alternatives should be explored first. Therefore we prioritise bolstering existing services and making expansions inside the railway fence wherever possible: — • to serve areas identified as "Opportunity Areas" • where a useful orbital connection can be created • in limited cases, where a Crossrail-style service can be created from existing services • where existing transport provision is extremely poor (see PTAL map https://tfl.gov.uk/info-for/urban-planning-and-construction/planning-with-webcat/webcat?Type=PTAL) • where an under-utilised service can be greatly improved • where a service can be diverted along an alternate route, making space for a capacity uplift on a heavily-congested route • where improvements can be shared by more than one service • to grade-separate a flat junction. As such, assumes a certain level of "optimism". Let's call it that. The end result may resemble one in which 3000 Victorian robber-barons fell out of a portal in the side of Tower Bridge and started building railways before anyone could stop them more than it does our own, but these things happen. A particular focus is given to Outer London services, in order to provide a public transport alternative to private motoring where none exists currently. In some cases densification and redevelopment in the immediate area around a suburban station is assumed implicitly to bring the project to viability, but most routes are justified outright by the significant unexpected latent demand observed during the opening of the Overground in 2010 [and similar projects nationally which consistently out-perform expectations]. Additional notes: • All service frequencies are Peak-hour frequencies. • References to "Disturbed operations" means during service disruption or engineering work. Usually this entails retaining or delivering a convenient turnaround point. • Electrification is 25 kV @ 50 Hz Overhead Line (OHL) unless connecting to or extending an existing service running third or fourth rail. Dual-voltage routes prioritise OHL electrification as far as sensible. If OHL is not installed, then it is usually assumed to have passive provision for it. • All works are assumed W12 clearance to modified structures, unless clearly excessive. • Signalling on any non-trivial modified section is ideally ETCS level 1 or 2, if practical. • https://cartometro.com/cartes/metro-london/ may be useful as a reference — particularly for landmark identification (e.g. "Courthill Loop Junction"). • If you're trying to figure out "where did that station name come from?", its probably a council ward (https://www.ordnancesurvey.co.uk/election-maps/gb/ -> Boundary -> London Borough Wards), or perhaps an old OS map (https://maps.nls.uk/geo/explore/). • Not colourblind friendly. Sorry. ==Changelog== ===Sub-Surface Lines=== -Circle Line- • Mansion House & Monument stations closed and replaced with enlarged Cannon Street station (THREE stations in FIVE train lengths???). Additional exits at Eastern and Western ends of platform mean worst-case scenario adds barely 50 metres to journeys. Subterranean access to Bank provided suitable for modern crowdflow patterns. Surface access to closed stations is retained as track maintenance access/staging area. • Edgeware Road terminating platforms extended to Marylebone, removing conflicting movements at Praed Street junction. • Service frequency boosted to 8 tph (was 6). Interlacing between District and H&C lines prevents major capacity uplift. -District Line- • Wimbledon <-> Edgware Road service converted to mainline standard and transferred to Overground (see Overground section). • Wimbledon <-> Tower Hill/Upminster service withdrawn. • Accordingly, Richmond & Ealing Broadway services strengthened to 24 tph (for 24 tph District + 8 tph Circle in the core). • Olympia Shuttle completely surplus to requirements due to new tram lines in Earls Court area, but upgraded to GOA 4 (driverless operation) and retained as diversionary route for disturbed operations. GOA 4 operation dispenses with the need for regular timetabled service for driver route-knowledge reasons, but may operate occasional experimental service as a proving-ground for new systems. -Hammersmith & City Line- • Four-tracked between Aldgate East Junction and Whitechapel to deconflict with movements on neighbouring District Line. • New extensions transform the line into an actually useful line in its own right, rather than a capacity fill-in wherever space can be found between Circle and District trains. • Eastern Extension: Whitechapel to Romford via alternative route to Barking, following large gap in the PTAL map. • Western Extension: Hammersmith to Surbiton, providing useful orbital connection Surbiton to Kingston, Kingston to Barnes, and Barnes to Hammersmith. • New depot at surface-level in Romford (Crow Lane/Jutsums Park). Businesses displaced from existing industrial park compensated and supported in site relocation. Hammersmith Depot transferred wholly to Circle Line. • 20 tph service through the core. 10 tph Surbiton - Barking. 10tph Hammersmith - Romford. -Metropolitan Line- • Watford service withdrawn and converted to tram line (see Tram section). • Baker Street to Aldgate service withdrawn to allow strengthened Circle/H&C service. Aldgate platforms transferred to Circle Line for disturbed operations/overnight stabling. • Baker Street regular service withdrawn. Outer platforms retained for disturbed operations. Inner platforms retained for Circle Line Empty Coaching Stock (ECS) moves into Neasden Depot, and as diversionary terminus during disturbed operations. • Extended South from Baker Street via new low-level platforms below existing station. • Continues briefly as a "Circle Line express" to King's Cross, then forms a Thameslink-style service to Southwest London via Clerkenwell -> Moorgate -> London Bridge -> Burgess Park -> Peckham Rye, where it joins the existing mainline towards Tulse Hill. • Service branches at Tulse Hill to Crystal Palace and Wimbledon, continuing on existing alignment. • There's an argument here to transfer the line to the 'Crossrail' branding (with purple roundels). The Metropolitan Line has after-all always been the most mainline-like service on the tube, and these changes further cement that difference while also decoupling it from the rest of the tube network. The question is: — given the strength of the Metropolitan Line's identity as a tube line, is accurate branding of the service more important than historical legacy? • 24 tph core. Previous Watford service strengthens Amersham branch for 12 tph Uxbridge - Wimbledon, 12 tph Amersham - Crystal Palace. ===Deep-Level Tube=== -Bakerloo Line- • Extended to Lewisham, Hayes, and Beckenham Junction as published (Old Kent Road option). • Charing Cross station renamed Trafalgar Square. • Burgess Park station decoration commemorates Chaucer's Canterbury Tales. • 3rd platform with turnback facility provided at Lewisham, to deconflict with rare freight movements across Courthill Loop Junction and provide resilience for disturbed operations. • New rolling stock. -Central Line- • No changes. -Jubilee Line- • New station at Lords Cricket Ground. • North Greenwich station is renamed Greenwich Peninsula. -Northern Line- • Camden Town station works enable line split as published. Morden - High Barnet via Bank retains "Northern Line" branding (and Morden depot). Battersea Power Station - Edgware via Charing Cross operates separately (retaining Golder's Green depot). • Extended South from Morden to Stoneleigh for interchange with CR2, plus filling a hole in the PTAL map. • Mill Hill East service withdrawn (replaced by Crossrail). • 32 tph Morden - Finchley Central via Bank, with 16 continuing to High Barnet and Stoneleigh. -Fleet Line- • Previous Battersea - Edgware via Charing Cross branch of Northern Line. • Name references the River Fleet, which parallels the line from Hampstead Heath to King's Cross and is much more apt than the original Fleet Line concept if you look at the actual route of the River Fleet. • Extended to Clapham Junction, Wandsworth town centre, Southfields, and Wimbledon Village (for All-England Lawn Tennis Club). • 32 tph Golders Green - Clapham Junction, with 16 continuing to Edgware and Wimbledon Village. -Piccadilly Line- • Covent Garden station closed (service replaced by tram and new Leicester Square station Eastern ticket hall). • Uxbridge branch terminated at Rayner's Lane to prevent service disruption on Metropolitan Line spreading to Piccadilly, or vice-versa. • 4-car shuttle service operates Rayners Lane - Eastcote - Ruislip - and then follows a new alignment to West Ruislip for interchange with the Central Line. • New Station at Green Lanes, for interchange with GOBLIN. -Victoria Line- • Construction on nearby project presents opportunity for extension to Herne Hill as published. -Waterloo & City Line- • No changes, due to underground obstacles blocking extension at both ends. ===Overground=== -GOBLIN (Suffragette) Line- • Renamed GOBLIN Line. Suffragette isn't a bad name by any means, but "Gospel Oak to Barking LINe" is just too good to pass up. And yes, I'm aware of the "ATM Machine" redundancy problem. • New station at Castle Green as published. • Overground at Gospel Oak needs a connection into Central London. District Line at Edgware Road needs an exit from Central London. So we solve both problems at once by connecting the two with a new tunnelled extension via Swiss Cottage and Marylebone to Edgeware Road. • Former District Line transferred to Network Rail ownership south of Earl's Court. • Operated by dual-voltage Class 710s. S7 District Line stock cascaded to H&C line. • Depot facilities transferred to new site at former Ripple Lane depot, Barking Riverside, freeing space at Willesden and Upminster TMDs. • Turnback facility retained at Gospel Oak for disturbed operations. • Smaller trainsets justify increase in service frequency to turn-up-and-go service at 12 tph (was 6 District, 4 GOBLIN), with 6 terminating at Barking. -Liberty Line- • Service withdrawn (replaced by tram). -Lioness Line- • Faster-accelerating trains on Bakerloo line allow increase in service frequency to 6 tph. • Diverted to St Pancras via abandoned Primrose Hill station and short tunnelled section, freeing two valuable tracks in the Euston station throat for mainline services. -Mildmay Line- • Renamed 'Regents Line' after the canal, which it follows for much of its length. • Viaduct strengthening provides new bay Platform 0 at Clapham Junction as published. • OHL electrification extended to Kensington (Olympia), allowing AC/DC changeover while station duties are in progress, removing line speed restriction and timetabling constraint North of Shepherd's Bush. -Weaver Line- • Enfield branch service withdrawn (transferred to Crossrail). -Windrush Line- • Mildmay Hospital commemoration from renaming of Stratford services becomes a station decoration theme for Hoxton. • Viaduct rebuild to enable trains to call at Brixton. • Surrey Canal station added as published. • New intermediate station between Clapham Junction and Wandsworth Road. • New Cross services extended to Lewisham via single-line diveunder, utilising former Catford-line platforms. [Outer Circle (10-12tph)] -West London Orbital- • As published. Name pending official announcement. • Overhead electrification is extended to Kew Bridge. Trains that fail the electrical switchover can be turned back in-service via new crossovers at both ends. • Extended South to Heathrow Airport via Feltham and new Heathrow Southern Access Rail Tunnel. Costs of tunnelling are shared across three projects (two Overground, one Mainline). • Extended North via tunnel to Stratford International via Finsbury Park, providing an additional Northern Orbital, several important interchanges, and filling a hole in the PTAL map at Clissold Park. -Æthelstan Line- • Overground Southwest Orbital, utilising mostly-existing alignment Heathrow -> Feltham -> Strawberry Hill -> Kingston -> New Malden -> Wimbledon • Named after King Æthelstan, "the first King of England", whose coronation took place in modern-day Kingston in 925 AD (uniting the Kingdoms of Wessex and Mercia). Also, modern english has a distinct lack of 'Æ's, so its good to get one back. • Twickenham Junction <-> Feltham four-tracked. • New viaduct at Twickenham Junction for access to Strawberry Hill from the West. • New Malden diveunder expanded to double-track. • Section between New Malden and Wimbledon West Junction is six-tracked along existing right-of-way. Existing lines transposed slightly North to avoid demolition of houses. • Lower Downs Road tunnel is rebuilt, alleviating long-standing road bottleneck and bridge-strike risk. -Wandle Line- • Overground Southern Orbital, taking its name from the River Wandle, which it loosely parallels for much of its length. • Wimbledon to West Croydon via Sutton, utilising existing alignments and disused platform at West Croydon. • Line speed increases in Sutton and Wimbledon areas. • Depot facilities shared with Æthelstan Line at new Ashcombe Road site North of Wimbledon. -Horsa Line- • Overground Southeast Orbital, taking its name from a participant in the Battle of Crecganford (likely modern-day Crayford). • West Croydon -> Beckenham Junction -> Bromley -> Grove Park -> Sidcup -> Dartford, utilising existing alignments where possible. • West Croydon gains another bay platform on the South side of the station. New footbridge connects it to Platforms 1-3 without having to walk all the way around. • Grade separation required at Norwood Junction in the Northbound direction likely implies realignment of Up Crystal Palace route, diverging earlier than as current. • Crystal Palace - Beckenham Junction is re-doubled, requiring withdrawal of tram service (see 'Trams'). • Short tunnelled section is required between Shortlands and Bromley North, thereafter following existing alignment to new bay platforms at Dartford. • Six-tracking required at Hither Green through existing depot facilities. • Grade separation at Hither Green via flying junction to Lee. • Depot provided as part of works to six-track line between Grove Park and Hither Green, also replacing mainline depot space lost by works. ===DLR=== • Thamesmead extension, via Barking Riverside. • Bank services extended to Farringdon via London Wall, to improve terminating capacity problem caused by poor layout at existing Bank station. • Lewisham extension to Lee via Hither Green, replacing withdrawn mainline service and providing useful interchange with Overground Southeast Orbital and National Rail. • Canary Warf - Stratford doubled throughout. ===Crossrail=== -Thameslink- • Management transferred to TfL. Rebranded as a new line(s) under the Crossrail "mode" (with purple roundels). Infrastructure remains with Network Rail. • New terminating platforms at St Pancras Lower Level to provide turnback option for capacity uplift in Kentish Town direction and recovery from disturbed operations. Due to the position of the Canal Tunnels and passive provision for future four-tracking through to Blackfriars, these are rather deep — lower than the existing Thameslink platforms (which are already reasonably deep themselves). • Camberwell Road and Walworth Stations re-opened. Loughborough Junction eastern platforms re-opened. • Overhead electrification extended to L'Boro Junction & Herne Hill. • Sutton Loop service withdrawn (service replaced by Overground/Metropolitan Line). Instead diverted into tunnel at Herne Hill, then follows prominent holes in the PTAL map around Norwood & Hayes areas. Passive provision exists for extension to Orpington. • Existing 24 tph core (16 via London Bridge, 8 via Elephant & Castle) service is supplemented with 10 tph Hayes service terminating at Blackfriars, and 6tph all-stations to Bedford service originating from St Pancras low-level. -Elizabeth Line- • 50% of Abbey Wood services extended to Grays via Dartford, providing a non-road option to cross the river and interchange with extended Liberty Line/c2c services. • New station at Heathrow Terminal 6. -Crossrail 2- • As published North of Wimbledon — albeit with a new station between Angel and Dalston. • Alterations to tunnel portal at Wimbledon (with implications for Fast-line services out of Waterloo). • Hampton Court service transfer cancelled (remains with SWR). All CR2 services except Shepperton branch go via Motspur Park. • Epsom services extended to Dorking & Effingham Junction. • Contingency turnback siding provided between Raynes Park and Motspur Park as published (not shown). • Chessington South moved South. Overnight stabling sidings increased. • If Thorpe Park pays for it they can have an extension of the Shepperton branch. • West Barnes Lane level crossing closed without replacement (pedestrian bridge remains). Traffic diverted through Motspur Park. • Nearby Motspur Park level crossing converted to vehicular diveunder. Tunnel roof forms ground level for new pedestrianised area on high street. • Elm Road Level crossing closed and replaced with pedestrian/cycle diveunder. No access to vehicles (Ambulances from Kingston Hospital approach from the other direction. Police and Fire services have access via New Malden high street at worst-case 2 minute delay, which is probably better than the worst-case several-minute delay of the existing layout if they hit the level crossing at the wrong time). • King's Cross is slowly expanding to encompass the entire network. -Attenborough Line- • Intention: provide a Crossrail-style service utilising spare capacity on the Northern City Line to Moorgate, which inevitably implies usage of the former Northern Heights plan and a capacity-relief concept for London Bridge. • Named after David Attenborough, because of Alexandra Palace's association with the formation of Public Service Broadcasting and the BBC. • As published Edgware <-> Finchley Central, Finsbury Park <-> Old Street, utilising former Northern Heights alignment still mostly extant. • Finchley Central to Finsbury Park alignment deviates from original plan to serve Muswell Hill and Crouch End. • Original beyond-Edgware plan not suitable for current-day. Instead heads West for interchange with Stanmore and Watford Junction. • Northern City Line alignment cannot be extended to the South due to obstructions, so instead we pull off early to new Moorgate low-level platforms, thereafter continuing to London Bridge. • Pursues connection with mainline at Lewisham via under-utilised Greenwich Park Line. Continues beyond Lewisham to Dartford, taking control of via-Bexleyheath services from Southeastern. • Branch at Blackheath to new bay platforms at Abbey Wood, following existing alignment via Woolwich. • Depot facilities provided on suitable site North of Stanmore. • 20 tph core. 12 tph Edgware - Dartford. 8 tph Watford Junction - Abbey Wood. Interacts with 4tph Windrush Line service and small number of freight movements at Lewisham. -Brockway Line- • Intention: solve a PTAL hole in the Thornton Heath area, improve access to Canary Wharf from the South, and provide additional timetable paths on the Brighton Mainline via Gatwick. • Name commemorates Fenner Brockway, one of the anti-fascist leaders during the nearby Battle of Cable Street, and implicitly the role of the working-class East End communities in opposing fascism. • Core section between Croydon and Stratford follows routing paralleling existing mainline to London Bridge, diverted North to serve prominent hole in PTAL map around Thornton Heath, and to utilise short section of former Crystal Palace High Level railway (Bat sanctuary is rebuilt nearby). • Continues under the river for Southern access to Canary Wharf and service to Stratford International. Diverges from direct route to serve hole in PTAL map around Victoria Park. • Exit from Stratford area accomplished along existing alignment of West Anglia Mainline. Northern branches split to serve Walthamstow (via reinstatement of Hall Farm Curve) and Hertford (via Crossrail 2, Weaver Line, Hertford Loop Line, reinstatement of abandoned branch line, and short tunnelled section). • Southern section follows former Woodside & South Croydon railway, then branching at Sanderstead along existing alignments to Uckfield & East Grinstead (via Oxted) and Caterham & Tattenham Corner (via new tunnel to Purley). • Lack of access to Central London is notable and unfortunate. Ideally orbital services should begin within city limits and not originate as radial services from, say, East Grinstead. This typically poor network design choice is justified by the sheer number of interchange opportunities and the number of people alighting from interchanging services to join the service to Canary Wharf/Stratford. • 24 tph Core. ===National Rail=== -Freight- • As published in https://www.networkrail.co.uk/wp-content/uploads/2021/05/London-Rail-Freight-Strategy-Summary-Report.pdf (and the full report https://www.orr.gov.uk/sites/default/files/2024-07/camden-gardens-land-disposal-network-rail-london-freight-strategy.pdf). • Nunhead passing loop provided as published. • Mass infill electrification of unelectrified lines. • Midland Mainline - Gospel Oak to Barking Line connection created at Belsize Park opportunity. Rather severe gradient in the Gospel Oak direction and lack of ventilation in tunnel restricts this route to modern electric locomotives only. • Only key freight routes are marked, because I don't have a good map of existing services to work from. -Heathrow Southern Access- • Heathrow to Woking and Reading via existing mainline. Limited service continues to Gatwick via existing mainline. Its slow and its infrequent, but its there. • Alignment into Heathrow shared with Overground Outer Circle. Feltham <-> Staines four-tracked. • 6tph — 2 to Reading, 2 all-stations to Woking, 2 fast to Gatwick (calling: Staines, Woking, Guildford, Dorking, Reigate, Redhill, Gatwick). -Avanti West Coast/London Northwestern- • St Albans Abbey service withdrawn (replaced with tram). • Fast-line viaduct doubled and widened from Camden Junction to Regent's Canal, delivering consistent 6-tracks through Euston throat. • Fast-line services locked to platforms 1-8. Approaches modified to allow access to platform 8 from fast lines. • Slow lines transposed south for access to platforms 9-15. • Yes it looks strange to flip the fast line over the slow line when you could just run the fast lines into 9-15, but these platforms are on average shorter than those on to Eastern side of the station (particularly 9 & 10) and the Pendolinos need that space more than the 350s. • DC-line services (Overground Lioness Line) withdrawn due to incompatible electrification. Former DC approaches are re-electrified at 25kV OHL and operate as reliefs for both fast and slow lines. • Platform 16 deleted by HS2 works as published (unfortunately). • Near-full segregation of fast and slow lines gives significant performance resilience benefit. • Extension of stabling sidings adjacent to Mornington Terrace to 400m provides daytime berthing for Caledonian Sleeper (absolutely ridiculous to be shunting this across the station all the time). -c2c- • Chafford Hundred service withdrawn (replaced with tram). -GWR- • Windsor-Slough service withdrawn (replaced with tram). • Greenford service withdrawn (replaced with tram). • Reading-Gatwick service (not shown) terminated at Guildford (remaining service transferred to Southern). -HS2- • As published, 11-platform option. -Southwestern- [via Wimbledon] [Fast Lines] • Are erroneously pictured in blue because of the complexities of the Waterloo station throat (other terminals may be more complex from a layout perspective, but because they're used by more than one TOC they also have more than one colour). • New tunnelled section between Wimbledon and Berrylands, freeing space at Wimbledon for cross-platform interchange between slow-line services and Crossrail 2. • Woking Grade Separation, as published (not shown). • Clapham Junction Platform 7 extension, as published (not shown) • Line speed raised to consistent 90[100?] mph between Woking and Earlsfield. • via-Salisbury services terminated Northbound at Basingstoke pending out-of-scope West of England Line electrification, as poor acceleration characteristics of Class 158s cause capacity constraints in Waterloo throat. Additional 2 tph Basingstoke- Waterloo service replaces previous service, and is held at Basingstoke awaiting incoming WoE service if the latter is delayed. [Slow Lines] • Transposed to ex-fast-line alignment between Wimbledon and Berrylands to allow for cross-platform interchange with Crossrail 2 at Wimbledon. • All services now routed via New Malden. (via-Motspur-Park services transferred to CR2). • Shepperton service withdrawn (transferred to CR2). • No longer calls at Raynes Park. • Segregation from CR2 allows full service Pattern: 18 tph core. 6tph Hampton Court, 4tph Teddington via Kingston, 4tph Guildford via Cobham, 4 tph Woking. [via Putney] • Former Eurostar flyover at Queenstown Road is removed. Queenstown Road station realignment. Consistent four tracks are delivered between Clapham Junction and Waterloo. Try not to hit the gas main this time. • Fast-line services diverted into new tunnel between Barnes and Twickenham. Consistent four-tracks delivered between Clapham Junction and Twickenham. Further four-tracks are delivered to Staines by Overground/Heathrow Southern Access project. • Transposition of fast and slow line services for more sensible operation with new layout. • Barnes Level Crossing grade-separated with diveunder. • White Hart Lane Level Crossing converted to bridge by lowering of track bed. Richmond <-> Barnes service temporarily withdrawn while works carried out. Additional fast-line stopping services are provided during engineering possession. • Mortlake Level Crossing closed without replacement. Pedestrian bridge retained. Traffic diverted along South Circular/Lower Richmond Road. • North Sheen Level Crossing closed without replacement. Pedestrian bridge retained. Traffic diverted along Church Road/Lower Richmond Road. • Strawberry Hill Level Crossing closed without replacement. Traffic diverted around Pope's Grove. • Pressures to South Circular by closure of level crossings is justified by provision of two additional tram services (Routes 5 & 6), additional service frequency on Waterloo mainline, and extended H&C line, catering to majority of short/medium distance journeys in the area. • Large capacity uplift to all lines. Slow lines: 4 tph Kingston Loop, 4 tph Hounslow Loop (warning: interacts with itself — requires 8tph from timetabling perspective), 4 tph Staines via Hounslow, 2 tph Weybridge via Twickenham. Fast Lines: 6 tph Windsor, 6 tph Reading, 4 tph Alton via Ascot. -Southern- • Epsom Downs service terminated at Sutton (service replaced by tram). • Wandsworth Common Station closed (service replaced by tram). • Grade-separation of Streatham South junction via diveunder to allow deconfliction of Mitcham Eastfields <-> Balham services from Tooting <-> Streatham services. Services to/from Balham can join the fast lines via flat junction or follow second diveunder to join the slow lines. • Uckfield, East Grinstead, Caterham, and Tattenham Corner services withdrawn (transferred to Crossrail). Timetable paths redistributed to Redhill services (4tph Reigate -> London Bridge, 4tph Tonbridge -> Victoria, 6 tph Thameslink, 6 tph Haywards Heath -> Victoria). Removal of conflicting movements at South Croydon Junction and Purley solves significant performance risk. • North Downs Line electrified Reigate -> Guildford. 4 of 6 tph Reigate services extended to Guildford. • Full Croydon Area Remodelling Scheme (CARS) as published, delivering eight through lines at East Croydon. Victoria Fast/Slow crossover not completed as Oxted lines no longer use East Croydon, but passive provision remains. • South Croydon and Purley Oaks stations closed (service replaced by Crossrail). If you keep them the journey times for Victoria services increase too much. I might have kept them if the bus connections were convenient, but they're not. Passengers living close to the existing station can use Sanderstead or the new resited South Croydon station (with convenient bus connections). Passengers further afield can use local bus routes to access the new stations, which have been bolstered by removal of on-street parking and conversion of Croydon High Street to busses and deliveries only. -Southeastern- • Catford Bridge service withdrawn (transferred to Bakerloo line). • Woolwich via Blackheath service withdrawn (transferred to Crossrail). • Woolwich via Bexleyheath service withdrawn (transferred to Crossrail). • London Victoria via Lewisham services withdrawn (transferred to Crossrail). • via-Hither-Green services can no longer call at Lewisham (alternative service provided by DLR) • Bromley North service withdrawn (transferred to Overground). • Tonbridge -> Redhill service withdrawn (transferred to Southern). • Simplification of service pattern and redistribution of freed timetable slots improves via-Hither-Green service significantly. -All other mainline services- • No changes. ===Trams=== -Route 1: Elmers End- • Extended to Crystal Palace as replacement for ex-Beckenham service -Route 2: Beckenham Junction- • Service withdrawn (replaced by Overground). Route Number reassigned. -Route 2: North Mitcham- • Increases frequency West of Croydon while expanding service coverage, without pressuring major capacity constraints. • Does not enter main Croydon loop due to capacity constraints. Instead takes a diverted, but parallel, path to a terminus at East Croydon via modified West Croydon and Dingwall Road route. • Double-tracking of Reeves Corner viaduct is required. Waddon New Road one-way system is singled with minimal effect on traffic. • Follows existing right-of-way to Therapia Lane before diverging North to at least partially serve the poorly-connected area of Pollards Hill. • Continues Pollards Hill -> Mitcham Common -> Mitcham Eastfields -> Figges Marsh -> Colliers Wood • Utilises mainline right-of-way to Mitcham Eastfields. • Utilises available space via proposed road corridor between Figges Marsh and Colliers Wood that was partially built but never connected. • Interchanges with Sutton Tramlink at Colliers Wood. Importance of nearby St George's Hospital justifies continuing North across A23. • Depot facilities at Therapia Lane expanded on the North side of existing line. -Route 3: New Addington- • Wimbledon: Tramlink platforms raised to street level, freeing space for Overground and allowing increased tramlink service frequency. • New Addington: station moved 400m South and you're lucky I didn't go further. - Route 4: Sutton Tramlink- • As published — Colliers Wood/no St Helier option (hospital premises are unfit for purpose and scheduled for closure). • Extended beyond Sutton to take over existing Epsom Downs branch line (stabling space beyond Sutton platforms for mainline services is preserved). • Line continues beyond Epsom Downs station for interchange with Tattenham Corner mainline. • Service runs to Epsom Downs Racecourse on race days only. • Depot facilities provided at the country-end of Belmont station, in site bounded on the West by Brighton Road. -Route 5: Hammersmith/Colliers Wood- • Closes rather prominent hole in PTAL map in Earlsfield area. • Colliers Wood -> Plough lane Industrial Park, following National Grid power lines right-of-way. • Plough Lane -> Wandsworth Common, via available green spaces. • Continues along dual carriageway to Wandsworth Bridge • Crosses river, then continues along new embankment to Hammersmith. Thames Path pedestrian walking route is preserved (and expanded through Hurlingham & Fulham). • Queen Caroline Street pedestrianised (alternative routes via Fulham Palace Road/Hammersmith Bridge Road are available). • Depot facilities provided opposite HMP Wandsworth, also catering to Routes 6 and 15. -Route 6: Putney/Clapham- • Traffic congestion relief in Barnes/Putney/Clapham area. • Assumes Hammersmith Bridge does not reopen to heavy vehicles. Pedestrian/Cyclist access continues for connections with Hammersmith proper, or use H&C Line interchange. • Motorist access removed to Lower Richmond Road. Alternative routes available. • Motorist access removed to Putney Bridge Road. Alternative routes via South Circular are available. Fight me. • New 800m viaduct extension between Putney Bridge Road and Wandsworth Town carries line into Wandsworth without interfacing with one-way system. • Joins Trinity Road dual carriageway for short section, sharing tracks with Route 5. • Motorist access removed to St John's Hill (alternative route available via South Circular). -Route 7: Hammersmith/Barbican- • Conversion of major Hammersmith -> Knightsbridge bus corridor along Kensington High Street to tram operation for reduced operation costs and increased service visibility. Existing bus services are redistributed as feeders to the trams. • Parallels Piccadilly Line from Knightsbridge, diverging at Holborn towards Ludgate Hill via Kingsway and Fleet Street. • Fleet Street, Old Bailey, and Giltspur Street pedestrianised. Emergency service access preserved. • Barbican finally gets a tram (it deserves it). Continues to terminus at Liverpool Street bus station via pedestrianised Beech Street/Chiswell Street/Sun Street. -Route 8: West London Tram- • As published, minor alteration to Uxbridge layout. • 4 tph service is extended to Pinewood Studios. -Route 9: Cross River Tram- • As published. • Extended to Streatham Hill. • Megadepot in Black Prince Road area (Tyers Street and/or Gibson Road?) services Routes 9-12 and 14. -Route 10: Oxford Street- • As published • Additionally extended to King's Cross & Victoria, via Great Ormond Street Hospital and Wellington Arch respectively. • Gray's Inn Road is pedestrianised along its full length. Emergency service access is preserved. -Tram 11: Victoria Embankment - • Fairly obvious routing converting the Victoria Embankment bus lane to tram operation. • Continues East via The Strand to Aldwych. • Continues West via Earl's Court to Shepherd's Bush. • Traffic congestion caused by conversion of A3220 dual carriageway at Lots Road to single carriageway is judged acceptable compared to benefit of public transport interchange at Earl's Court, Kensington High Street, and Shepherd's Bush. -Tram 12: Albert Embankment- • Equally obvious routing along the Albert Embankment bus lanes. • Continues East to London Bridge via South Bank, and then to Bank Junction along pedestrianised King William Street. • Continues South to Clapham via pedestrianised Queenstown Road and Clapham Common. • Queenstown Road itself is closed to Motorists and space not required for tram operations is converted to Cycle Superhighway. Emergency service access is preserved. Alternative routes for motorists and residents are available via Latchmere Road. -Tram 13: Brent Cross/Greenford- • Orbital service converting Ealing <-> Greenford Parliamentary shuttle to tram operations and extending Northwards via Harrow to Brent Cross. • Greenford Road is pedestrianised from Regent's Canal Bridge to junction with Oldfield Road. Alternative route for motorists is available via Oldfield Road. • Removal of on-street parking provides space for majority-segregated service through to Sudbury Hill, with short on-street running sections. • Offset-threshold junction on South Vale reduces impact of traffic congestion passing SHH station. • Line continues via open-space right-of-way to Harrow-on-the-Hill station, via Northwick Park Hospital. Pedestrianisation of Peterborough Road/Station Road/Gayton Road. • Four-lane road Harrow OTH - Hendon is reduced to two lanes by tram operations, with connection to Jubilee Line at Kingsbury, thereafter continuing via A5 to Brent Cross West Station. • Finally, provides a people-mover service between Brent Cross West Station, Brent Cross Shopping Centre, and Brent Cross Tube. • Expected that Brent Cross Shopping Centre to contribute some funding towards eastern section. • Depot at Greenford. -Tram 14: Greenwich/Victoria- • Conversion of heavily-used Camberwell New Road bus corridor to tram operation. • Significant single-lane sections require full withdrawal of motorist access along much of the route. Space not needed by trams to be converted to cycle superhighway. Emergency service access preserved. • Congestion caused is judged acceptable against the frequency of bus routes following the corridor (the busses actually carry more people than the cars) and the congestion relieved by improved public transport access. • Anticipated that much of the traffic which does not switch to sustainable transport modes will be diverted along the Old Kent Road or South Circular. Improvements to public transport from nearby projects (particularly the Bakerloo extension) is expected to free up capacity on these routes capable of absorbing the increase. Journey times are not expected to rise due to the effects of the Downs-Thompson paradox. -Tram 15: Hillside- • With the service alternations being made at Herne and Tulse Hill stations, an opportunity arises to convert the existing line to a tram operation, serving a surprisingly difficult area to move around over medium-distances. • While there's spare capacity via Streatham Hill we might as well use it. Then continue to Clapham Junction at street level, paralleling existing mainline and filling a couple holes in the PTAL map, also making Wandsworth Common surplus to requirements. • To the North, follow fairly direct street-running route to Burgess Park via Denmark Hill and Camberwell Green. • Balham - Wandsworth Common section (including Fernlea Road) closed to motor traffic. Alternative routes available. Pedestrian access underpass to Balham Park Road built below mainline at East Trinity. -Tram 16: Thamesmead- • Design goal to improve access to Thamesmead development ends up looking very similar to already published proposal. Turns out there's only really one way to do it. -Lioness Line- • Former Lioness Line Overground service. • Extended to Grays via Chafford Hundred for interchange with extended Elizabeth Line. • Existing 2tph Fenchurch Street service withdrawn and timetable slots redistributed to other mainline services. • New stations more suited to a tram-style service. • Upminster Parkway station serves as a Park & Ride for day-trippers to Upminster, Grays, and Romford town centres. -Watford Link Tram- • Ex-Metropolitan line service, diverted to Rickmansworth instead of Moor Park for improved local connections. Additionally combined with proposed Watford Junction extension. • Continues North of Watford along existing poorly-served mainline to St Albans. Mainline service withdrawn. • New street-running section through St Albans to main St Albans station, providing a useful Watford Junction <-> St Albans service. Victoria Street pedestrianised. Traffic diverted along Hatfield Road/London Road. • Continues further along abandoned railway alignment to Hatfield, for connection with East Coast Mainline. • Depot in Butterwick Brook area. -Windsor tram- • Design intention to create a people-mover between Windsor and LEGOLAND®, to reduce congestion caused by road traffic accessing the site. • Once that's in it isn't much more expensive to continue South to serve Ascot station and feed LEGOLAND® from both directions. As a bonus you also pick up a Windsor - Ascot Racecourse service. • Can be continued North easily along existing mainline alignment to Slough, serving Eton College and providing interchange with Elizabeth Line and services out of Paddington. Mainline service withdrawn. • Continues additionally to create a railway feeder/city-centre-radial service routed through residential areas to the North so as to also serve the major trip generators of Wexham Park Hospital and Pinewood Studios. A small section at the South of Wexham Road is closed to motorist access, but the vast majority of the route utilises existing dead spaces available to the side of the road. • Depot near Pinewood Studios also services Route 8 (West London Tram). This map uses 23,399 waypoints.

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