The Anonymous Widower

Could London Overground Services To Stratford Be Extended To Meridian Water?

My arrival In Platform 11 at Stratford station has got me thinking!

And others too! Judging by the comments I’ve received.

Yesterday, I took a train from Dalston Kingsland station to Stratford station.

  • The train was the 0934 from Clapham Junction, which was timed to arrive in Stratford at 1038.
  • It arrived in Platform 11 at 1036.

In A London Overground Class 378 Train In Platform 11 At Stratford Station, I show pictures of the train in Platform 11 at Stratford station.

I suspected this was just a one-off occurrence, caused by a malfunction in a train or the signalling, which prevented my train from using the normal Platforms 1 or 2, that services to Stratford would use.

Although, looking at Real Time Trains, the 0938 train this morning, terminated in Platform 11. As it did on Monday and Tuesday this week.

  • This train was the only train from Clapham Junction station not to use Platform 2.
  • Checking days last week, it appears that this train always terminated in Platform 2.

So why did the service terminate in Platform 11?

Driver training is one possibility, so they can use the Platform 11, if there is a malfunction that stops them using Platform 2.

But is there a clue in the first picture, I took, when I arrived in Stratford?

The train in Platform 12 is the 1046 to Meridian Water, which arrived from Bishops Stortford at 1040.

Could it mean that there is to be a reorganisation of platforms at Stratford?

  • Platform 12 will be exclusively used by Greater Anglia for their West Anglia Main Line services.
  • Platform 11 will be used by London Overground.

In Using Platform 12 At Stratford Station, I described ending up on Platform 12, so I know it is possible, but when it happened information was bad for passengers, who didn’t know here they needed to go to continue on their way.

But why would London Overground need the extra platform?

These are my thoughts.

Do London Overground Need An Extra Platform At Stratford?

Currently London Overground services to Stratford are as follows.

  • Four tph – Stratford and Richmond
  • Four tph – Stratford and Clapham Junction

Note.

  1. tph is trains per hour.
  2. Both Class 378 and Class 710 trains can work the routes to Stratford.
  3. Eight tph can easily be handled by two platforms.

To handle more trains may need a third platform at Stratford for the London Overground.

Extra Trains Between Stratford And Canonbury

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

It says this about creating a third platform at Camden Road station.

This proposal would reinstate a third track and platform on the northern side of Camden Road station, utilising part of the former 4-track formation through the station.

The additional capacity provided would facilitate much greater flexibility in pathing options for trains on this busy central section of the NLL, opening up new options for future service provision and bolstering performance resilience.

Reinstatement of a third platform would enable platform 2 to be used as a central turnback, with platform 3 becoming the eastbound line for through London Overground services and the majority of freight.

Transport for London modelling suggests that the eastern end of the NLL, from Canonbury to Stratford, will see some of the strongest long-term demand growth on the Overground network.

A turnback platform will allow this to be addressed with peak capacity boosting services between Stratford and Camden Road and there would also be the option to operate these through the off-peak, which could offer a means of providing additional passenger capacity where it is most needed.

The availability of an additional platform would also aid performance recovery during perturbation on
the orbital routes.

Note.

  1. The strongest passenger growth on the North London Line (NLL), will be between Canonbury and Stratford.
  2. Extra services are proposed between Stratford and Camden Road stations.
  3. If you travelled between Highbury & Islington and Stratford before the pandemic, the trains only had space for a few extra very small people in the Peak.

I use this section of the North London Line regularly and suspect the route needs at least twelve tph.

Twelve tph into Stratford would probably mean that the London Overground would need a third platform at Stratford.

More Trains Serving Meridian Water

In the Wikipedia entry for Meridian Water station, this is said.

In August 2019, it was announced that funding had been approved for construction of a fourth platform and a new section of track between Tottenham Hale and Meridian Water to enable up to 8 trains per hour to serve the station at peak times.

This must be the earliest upgrade in history, after a new station has opened.

I got the impression, when the station was announced that it would have four tph to Stratford. Currently, there are just two tph.

Two tph between Stratford and Bishops Stortford also pass through without stopping.

If these called at Meridian Water in the Peak, then there would still be four tph to find.

An easy way to create four tph between Stratford and Meridian Water would be to extend four London Overground services from Stratford.

  • Services would call at Lea Bridge, Tottenham Hale and Northumberland Park stations.
  • Trains would pass through Platform 11 at Stratford.
  • Platform 11 at Stratford would be bi-directional.
  • The service could be run all day, at a frequency of four tph.
  • As these trains have their own track, they won’t delay the Cambridge and Stansted trains on the West Anglia Main Line.
  • A cross-London service between Meridian Water and Clapham Junction or Richmond, would be possible.

Note.

  1. London Overground would be responsible for the bulk of the Meridian Water service.
  2. London Overground’s four- or five-car trains would probably have sufficient capacity for the service.
  3. The main new infrastructure needed would be the fourth platform and a new section of track at Meridian Water station.
  4. Some improvements as specified in the London Rail Freight Strategy will be useful, as they will increase capacity on the North and West London Lines.
  5. My only worry would be, that can modern signalling handle four tph in both directions through Platform 11 at Stratford station.

What Will Be The Track Layout And Method of Operation?

The current track layout is simple.

A bi-directional third track has been laid between Lea Bridge junction, just to the North of Lea Bridge station and Meridian Water station.

  • It is to the East of the double-track West Anglia Main Line.
  • There are bi-directional platforms at Tottenham Hale and Northumberland Park stations.
  • There is a single terminating Platform 2 at Meridian Water station.

A train going between Stratford and Meridian Water stations does the following.

  • Leaves from Platform 11 or 12 at Stratford station.
  • Calls in Platform 2 at Lea Bridge station.
  • Switches at Lea Bridge junction to the bi-directional third-track.
  • Calls in Platform 2 at Tottenham Hale station.
  • Calls in Platform 2 at Northumberland Park station.
  • Terminates in Platform 2 at Meridian Water station.

A train going between Meridian Water and Stratford stations does the following.

  • Leaves from Platform 2 at Meridian Water station
  • Calls in Platform 2 at Northumberland Park station.
  • Calls in Platform 2 at Tottenham Hale station.
  • Switches at Lea Bridge junction to the Up line of the West Anglia Main Line.
  • Calls in Platform 1 at Lea Bridge station.
  • Terminates in Platform  11 or 12 at Stratford station.

The track layout can probably handle a maximum of two tph.

I suspect the upgrade will build on this layout to allow a frequency of at least four tph.

The following works will be done.

  • A fourth track to the East of the bi-directional third track will be built.
  • The fourth track will run between Tottenham Hale and Meridian Water stations.
  • I suspect the fourth track will split from the third track at a junction to the North of Tottenham Hale station. Could this be called Tottenham Hale North Junction? I will use that name, to make things simple!
  • A new Platform 1 will be built in Meridian Water station.
  • Trains going North between Tottenham Hale and Meridian Water will use the current bi-directional third track and will be able to terminate in either Platform 1 or 2 at Meridian Water station.
  • Trains going South between Meridian Water and Tottenham Hale will use the new fourth track and will be able to start from either Platform 1 or 2 at Meridian Water station.
  • I suspect, Northumberland Park station will need a new Platform 1 for Southbound trains. But the station was designed with that in mind.

A train going between Stratford and Meridian Water stations will do the following.

  • Leave from Platform 11 or 12 at Stratford station.
  • Call in Platform 2 at Lea Bridge station.
  • Switch at Lea Bridge junction to the bi-directional third-track.
  • Call in Platform 2 at Tottenham Hale station.
  • Call in Platform 2 at Northumberland Park station.
  • Terminate in Platform 1 or 2 at Meridian Water station.

A train going between Meridian Water and Stratford stations will do the following.

  • Leave from Platform 1 or 2 at Meridian Water station.
  • Use the new fourth track to come South.
  • Call in Platform 1 at Northumberland Park station.
  • Continue on the bi-directional third-track at Tottenham Hale North Junction.
  • Call in Platform 2 at Tottenham Hale station.
  • Switch at Lea Bridge junction to the Up line of the West Anglia Main Line.
  • Call in Platform 1 at Lea Bridge station.
  • Terminate in Platform  11 or 12 at Stratford station.

The track layout is effectively two double-track sections linked by a bi-directional single track between Lea Bridge Junction and Tottenham Hale North Junction.

  • On the double-track sections of the route trains can pass each other, as they are on different tracks.
  • Lea Bridge and Tottenham Hale stations are 1.9 miles apart.
  • Trains take three or four minutes between Lea Bridge and Tottenham Hale stations. Including the stop at Tottenham Hale on the single track section.

If trains could alternate through the single-track section, this would give a capacity  of well over four tph in both directions.

  • A train going North would wait in Platform 2 at Lea Bridge station until the previous Southbound train had cleared Lea Bridge junction, before proceeding North.
  • A train going South would wait at Tottenham Hale North Junction until the previous Northbound  had safely passed, before proceeded South.

I suspect that the trains need full digital signalling with a degree of Automatic Train Control.

But I suspect we could see six tph in both directions.

  • This would fit nicely, with London Overground’s ambition of six tph on all routes.
  • It could be increased to eight tph in the Peak, by arranging for an appropriate number of Greater Anglia services to and from Liverpool Street at Meridian Water.

I feel that a service that meets all objectives will be possible.

Proposals From The London Rail Freight Strategy That Might Help

These proposals from the London Rail Freight Strategy might help.

It does look to me, that the London Rail Freight Strategy was designed with one eye on improving the passenger train service between North-East and South-West London.

Taking The Pressure Off The Victoria Line

Consider.

  • If you’re going between Walthamstow and the West End or the major stations of Euston, Kings Cross, St. Pancras and Victoria, you will use the Victoria Line.
  • If you live in the new housing, being built at Meridian Water, currently you will be likely to hop to Tottenham Hale station and take the Victoria Line.

Consequently, Northern end of the line can get busy! And not just in the Peak!

But a four tph service between Meridian Water and Stratford, will encourage passengers to go to Stratford to take advantage of the Central and Jubilee Lines and Crossrail.

Hence there will be less passengers, who need to use the Victoria Line.

A Better Interchange Between Camden Road And Camden Town Stations

The essential upgrade of Camden Town station has been put on indefinite hold due to TfL’s financial position.

This is a big mistake.

  • Camden Town station gets dangerously full!
  • It would allow the splitting of the Northern Line into two independent lines, which would increase capacity of the current system.
  • Camden Town station is not step-free but Camden Road station has lifts.

Hopefully, it would result, in a better route between the two stations, rather than the polluted route on a narrow pavement.

I very much believe that the rebuilding of Camden Town station is the most important project to improve London’s Underground and Overground network.

But it won’t get built with the current Mayor, as he’s a South Londoner.

Could A Meridian Water and Clapham Junction Service Be An  Affordable Crossrail 2?

Consider.

  • Crossrail 2 will link Clapham Junction and Meridian Water via Central London and Dalston.
  • A Meridian Water and Clapham Junction service would link the two stations via Shepherd’s Bush, Old Oak Common, West Hampstead, Camden Road, Dalston and Stratford.

Each route has their connectivity advantages.

  • Both have good connections to Crossrail, Thameslink and the Bakerloo, Central and Jubilee Lines.
  • The London Overground route has good connections to the Victoria Line and High Speed Two at Old Oak Common.
  • Crossrail 2 serves important stations in Central London.

A Meridian Water and Clapham Junction service could be a valuable addition to London’s rail infrastructure without too much new expensive infrastructure.

Conclusion

An extension of some London Overground services from Stratford to Meridian Water would be worthwhile.

Implementation of this is made easier by the recommendations of the London Rail Freight Strategy.

 

 

 

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June 25, 2021 Posted by | Transport | , , , , , , , , , , , , , , , | 5 Comments

Shuttling Between Stratford And Meridian Water Stations

The shuttle between Stratford and Meridian Water stations started today with a frequency of two trains per hour (tph).

As a driver said to me, it’s more of a Z, than a shuttle, as it has this pattern.

  • Bishops Stortford to Stratford. – 56 or 53 minute +turnaound of six minutes
  • Stratford to Meridian Water – 15 minutes + turnround of seven minutes
  • Meridian Water to Stratford – 15 minutes + turnround of seven minutes
  • Stratford to Bishops Stortford – 53 or 55 minutes + turnround of 19-24 minutes

As I said in Meridian Water Station Is To Be Upgraded, the diagram takes three and a half hours and it would need seven trains.

Note.

  1. Most of the trains today, seemed to have been formed of two four-car Class 317 trains, although there was at least one train working as a four-car train.
  2. I made two visits to the route today and it seemed to be performing reliably.
  3. One train was cancelled due to a shortage of crew.

These are some pictures, I took throughout the day.

A few thoughts on what I saw and deduced.

The Timetable Works

The timetable seems to have worked well today and the driver who described the timetable as a Z, didn’t say it was crazy or ridiculous.

Passengers didn’t seem to be running around like headless chickens, so they were probably getting the hang of it.

Greater Anglia and Network Rail should be very pleased.

The Stations Have Long Platforms

The stations on the route; Stratford, Lea Bridge, Tottenham Hale, Northumberland Park and Meridian Water, all seem to have long platforms, which can certainly accommodate eight-car trains, which are 160 metres long.

Tottenham Hale’s platforms can handle twelve-car trains and are 240 metres long.

Do Greater Anglia’s Trains Fit the Platforms?

Greater Anglia’s new Class 720 trains come in two lengths.

  • Five-car trains are 122 metres long.
  • Ten-car trains are 243 metres long.

Only the five-car trains will fit the platforms at Lea Bridge, Northumberland Park and Meridian Water and the ten-car trains will only fit Stratford and Tottenham Hale.

It certainly looks to me, that only five-car trains will be able work the Z-shaped service between Stratford, Meridian Water and Bishops Stortford stations.

But this is not a problem.

In Greater Anglia Are Replacing Eight-Car Class 317 Trains With Five-Car Class 320 Trains , I explained how the new five-car train has almost the same capacity as the old eight-car train.

There Are Now Three tph Between Stratford and Northumberland Park 

This is probably only an interim timetable, but it still has tripled the frequency of trains between Stratford and Northumberland Park.

This means that the base frequency for events at Tottenham Hotspur’s new stadium has tripled.

So those going to events at the stadium, will have increased train  capacity from Stratford, Lea Bridge and Tottenham Hale.

As only one train of the two tph between Stratford and Bishops Stortford stops at Northumberland Park, it would be easy to up the frequency to four tph, by getting the second service to stop.

This Timetable Can Easily Be Increased To Four tph Between Stratford And Meridian Water

Currently, the two tph between Stratford and Bishops Stortford, stop as follows.

  • 1 tph – Lea Bridge, Tottenham Hale, Waltham Cross, Cheshunt, Broxbourne, Harlow Town and Sawbridgeworth
  • 1 tph – Lea Bridge, Tottenham Hale, Northumberland Park, Enfield Lock, Cheshunt, Broxbourne, Roydon, Harlow Town, Harlow Mill and Sawbridgeworth

The four tph between Stratford and Meridian Water, that was promised in the STAR project, could be arranged by stopping both trains at Lea Bridge, Tottenham Hale, Northumberland Park and Meridian Water in both directions.

The only extra stops at Northumberland Park and Meridian Water would be as follows.

  • Southbound in Platform 3
  • Northbound in Platform 4

These are the same platforms current services use at Tottenham Hale.

The Proposed Fourth Track Between Meridian Water And Tottenham Hale

How does the now-implemented Z-shaped service fit with the proposed fourth track, I discussed in Meridian Water Station Is To Be Upgraded.

The upgrade is described in the Wiukipedia entry for Meridian Water station, where this is said.

In August 2019, it was announced that funding had been approved for construction of a fourth platform and a new section of track between Tottenham Hale and Meridian Water to enable up to 8 trains per hour to serve the station at peak times.

This must be the earliest upgrade in history, after a new station has opened.

In the related report, I came to the conclusion, that the fourth track would.

  • Leave the Southbound West Anglia Main Line, just to the North of Meridian Water station.
  • Go through the new Platform 1 at the station.
  • Continue through Northumberland Park station.
  • Join the new third track, between Northumberland Park and Tottenham Hale.

This would allow Stratford and Liverpool Street trains to take separate routes to their respective terminals.

In the Meridian Water Station To Be Upgraded post, I said this.

Eight trains per hour (tph) in both directions calling at the station could be as follows.

  • Platform 1 – Two tph from Bishops Stortford to Stratford
  • Platform 2 – Two tph Meridian Water to Stratford
  • Platform 3 – Two tph from Hertford East to Liverpool Street
  • Platform 3 – One tph from Cambridge to Liverpool Street
  • Platform 3 – One tph from Cambridge North to Liverpool Street
  • Platform 4 – Two tph from Stratford to Bishops Stortford
  • Platform 4 – Two tph from Liverpool Street to Hertford East
  • Platform 4 – One tph from Liverpool Street to Cambridge
  • Platform 4 – One tph from Liverpool Street to Cambridge North

Four tph go to and from each of Stratford and Liverpool Street.

At Tottenham Hale, platforms would be as follows.

  • Platform 2 – Southbound Services to Stratford and two tph to Meridian Water.
  • Platform 3 – Southbound Services to Liverpool Street
  • Platform 4 – Northbound services going further than Meridian Water.

I am assuming that the missing Platform 1 and the fourth track through Tottenham Hale station will not be built in the short term, as doing this, would blow the available budget.

Conclusion

The shuttle is working and it will get better, with the addition of a fourth track between Meridian Water and Tottenham Hale.

 

September 10, 2019 Posted by | Transport | , , , , , , , , | 1 Comment

The Electrification Between Lea Bridge And Meridian Water Stations Is Almost Complete

I took these pictures from a train going North from Lea Bridge station to the new Meridian Water station.

It appears that most of the electrification is almost complete, except for perhaps a hundred metres at the Southern end.

Conclusion

This electrification seems to have gone reasonably well so far.

On the other hand, the electrification of the Gospel Oak to Barking Line was troublesome with various components being wrongly made and the discovery of an unknown sewer.

But the electrification of the new single track was effectively working on a new track, where what was underneath the track was very well known.

I’m drawn to the conclusion, that if we want to electrify a railway, the quality of the knowledge of the tracks to be electrified has a strong influence on the outcome of the project.

If there are thought to be too many unknowns and it is felt necessary to relay the track, then so be it!

We may have the paradox that to electrify a 125 mph fast line like the Midland Main Line, which has had top class care and constant speed upgrades, may be easier and more affordable, than to electrify  a slower commuter line like Manchester to Preston, which has probably not had as much attention, due to the slower speeds.

I know it’s totally different, but decorating a new house is easier than doing the same to an old one!

Electrification of a railway track seems to have a similar relationship.

February 11, 2019 Posted by | Transport | , , , , , | 2 Comments

Should There Be A Lea Bridge Road Entrance To Lea Bridge Station?

This Google Map shows Lea Bridge station and the access routes to the station.

The entrance to the station is from Argall Way, which means that passengers walking to the station from the West along Lea Bridge Roasd have to walk in a circular route to get to the entrance.

It must be very galling to see the step-free footbridge, within a metre, as you cross the road bridge over the railway.

The road bridge has recently been refurbished and now has a cycleway, as these pictures show.

There used to be a bus stop on the road bridge, but that too has been removed and you now have to walk back to the station.

August 26, 2018 Posted by | Transport | , | 2 Comments

The Third Track Between Northumberland Park And Lea Bridge Stations – 12th June 2018

The third track between Northumberland Park and Lea Bridge stations is substantially complete, as these pictures show.

Now that the track is laid, it becomes apparent, that with a bit of a squeeze, a fourth track could be laid.

Electrification Progress

Progress also seems to be being made with the overhead gantries.

Yet again, there seems to be better performance in electrification, where it is carried out on a new or totally rebuilt line.

This may be only a single track, but it is all new, with no buried Victorian unknowns.

Raising The Bridges

Steel footbridges, that are so numerous in South Wales, are notable by their rarity and where they do exist, they were raised or built to a safe height, when the West Anglia Main Line was electrified in 1969.

This bridge spans both the West Anglia Main Line and the Victoria Line‘s Northumberland Park Depot.

I walked across it in March 2017 and there are some pictures in From Tottenham Hale To Northumberland Park.

The only bridge that could be a problem, is the road bridge at Tottenham Hale station.

It might be possible to squeeze one electrified track underneath.

I suspect methods that will be used on the South Wales Metro, that I wrote about in How Can Discontinuous Electrification Be Handled?, could be used to electrify this section.

At some point, this bridge looks like it will have to be rebuilt.

June 12, 2018 Posted by | Transport | , , , , | 1 Comment

From Lea Bridge Station To Coppermill Junction – 1st May 2018

I walked to the footbridge to the North of Lea Bridge station, before I took a train North.

I took some pictures around the bridge and some from the train.

Lea Bridge Junction was the old name for the junction and has been shown on carto.metro.free.fr.

It would appear there are gaps in the track, so will these be used to put in points to link to possible fourth track or even the Hall Farm Curve, which would link the Chingford Branch Line to Stratford.

One thing that puzzles me about Lea Bridge Junction, is that the crossing appears to be unwired. Does this mean that trains will cross using a mixture of Momentum and/or battery power.

May 2, 2018 Posted by | Transport | , , , , | 2 Comments

The STAR Track Connection At Lea Bridge Station – 25th April 2018

This picture taken from the end of the platform at Lea Bridge station, shows the new connection, that links the third track being built to the Lea Valley Lines though the station.

Note how trains going North will be able to join the third track and those coming South can join the track to Stratford.

These pictures were taken as I took a train North, a few minutes later.

Note the track layout and that nothing is completed yet.

This map from carto.metro.free.fr shows the track layout at Lea Bridge station.

Note.

  1. The original track layout from the 1800s is shown dotted.
  2. The original crossover was a double one.
  3. Lea Bridge station used to have a third bay platform and space has been left for one.
  4. The two parallel tracks originally connected via the Hall Farm Curve to the Chingford Branch.

This Google Map shows the area to the East of where the Lea Valley Lines and the Chingford Branch cross.

Adding in the curve at a later date would not appear to be compromised, by the current works.

 

April 25, 2018 Posted by | Transport | , , , , | Leave a comment

How To Build Railway Stations

With all the troubles caused by the failure of Carillion, it is good to report on a company, that is providing new and improved railway infrastructuresubstantially  on time and on budget.

This article on Rail Engineer is entitled VolkerFitzpatrick: Upgrading Stations.

This is the first two paragraphs.

With Network Rail’s comprehensive Railway Upgrade Plan well underway and the modernisation of Britain’s railways firmly in the spotlight, there is a growing need and expectation for first-class stations and infrastructure to accommodate growing numbers of passengers nationwide.

One business with a huge role in the modernisation programme has developed a reputation as an exceptional multi-disciplinary contractor, with extensive capabilities in civil engineering, building and rail, meeting the demands of a wide range of clients across multiple disciplines. It is this consolidated approach that has helped VolkerFitzpatrick deliver several high-profile UK railway station schemes in the last 10 years.

The article then goes on to describe how the company tackled the following stations.

It then goes on to detail the company’s omvolvement in the Lea Valley Improvement Program, which will deliver new stations at Tottenham Hale, Northumberland Park and Meridian Water.

Read the Rail |Engineer article, as it gives a good insight into design and construction.

 

 

January 21, 2018 Posted by | Transport | , , , , , , , , | Leave a comment

West Anglia Route Improvement – Lea Bridge Station To Enfield Lock Station – 20th March 2017

I took these pictures of the works between Lea Bridge and Enfield Lock stations from the 09:06 train from Lea Bridge.

Work seems to be progressing.

  • It looks like the area to the South of the Chingford Line is being levelled.
  • The route of the Hall Farm Curve is being cleared.
  • The level crossing at Coppermill Lane has been closed.
  • The bridges are being rebuilt to take at least a single-track.
  • The track-bed appears to be being created.

Incidentally, there still isn’t any sign of any overhead line equipment.

 

March 20, 2017 Posted by | Transport | , , , | Leave a comment

West Anglia Route Improvement – A Look At Lea Bridge Station

Lea Bridge station opened in May 2016, so as I was investigating the new STAR service, which will call at the station, I took some pictures.

These are my thoughts on the station and its design.

No-Frills Station

In some ways the station could be considered a no-frills station, with two simple platforms on either side of double-track line with a bridge at one end.

There is none of the following.

  • Car parking.
  • Station buildings.
  • Staff
  • Anything to stop people walking in.

But there is the following.

  • Secure bicycle parking and clearly marked bicycle routes.
  • Several bus routes stopping outside.
  • A step-free bridge.
  • Shelter from the worst of the weather.
  • Enough driver screens for Driver Only Operation to satisfy reasonable union officials.
  • Lots of CCTV cameras.
  • Clear sound system for announcements.

In some ways the station is unusual for one in an inner city area of London.

You can imagine a station like this in a rural county like Suffolk or Wiltshire, perhaps with a bit more shelter.

No Graffiti

I use this station fairly regularly and I’ve never seen any graffiti.

Could the lack of graffiti be bacause.

There are lots of CCTV cameras.

Despite not many trains, there always seems to be passengers around.

Anmy graffiti os quickly cleaned away.

Stephen Bayley has said that good design discourages graffiti.

Whatever the reason is, it seems to work.

The Curious Secure Walkway

When I saw it, I wondered why there was a secure walkway inside security fencing at the station.

I think it must be so that workers can get from the portable offices a couple of hundred metres South of the station to the various worksites for the STAR project, some of which are North of the station.

I wonder when STAR is complete, if the walkway will be converted into a cycle path alongside the railway.

The Cable Duct

A lot of the work at present for the STAR project seems to be moving the cables out of the way and installing a new cable duct.

The pictures show the new cable duct coming from the Tottenham Hale direction along the East side of the railway.

At the North end of the platforms, the duct disappears and looks like it heads under the railway to continue on the other side.

Could this be a deterrent for cable thieves, who now would have to dig up the railway to find them?

The Possible Platform 0

To the Eastern side of the station behind Platform 1, a space would appear to have been left for a possible bay platform.

I have not seen any plans that might need another platform at Lea Bridge station, but if it was absolutely necessary to create one, it wouldn’t be too difficult.

Network Rail score high for future p[roofing here, but it would be good, if it was now standard practice, when a new station is built.

 

 

 

 

 

February 25, 2017 Posted by | Transport | , , , , , | 3 Comments