Connecting Hackney Central and Hackney Downs Stations
It says this in Wikipedia under the entry for Hackney Downs station.
The station is a short walk from Hackney Central, on the North London Line. Until Hackney Central’s closure in 1944, a passenger connection linked the two stations. However, when Hackney Central reopened in 1985, the footway did not reopen, and passengers transferring between the two stations are obliged to leave the station and transfer at street level.
Last night, I took the Overground to Hackney Central and then walked to Hackney Downs station.
It was quite an easy walk, but not the most obvious.
These pictures show how close the lines are and some of the local area.
It may not be possible to reinstate the walkway, but surely something better can be done, incorporating sensible bus interchanges as well.
I see this very much as an opportunity for Hackney.
How Do We Revive Tottenham?
What caused the riots that happened last week is very much a matter for others to decide.
I’ve known the area for years and quite frankly parts of it haven’t changed much since the end of the Second World War. As an example, the scruffy garage where I parked my bike in the 1960s to go to see Spurs is still there and it looks as if it hasn’t been painted in the last fifty years.
Transport is a major problem and it is even worse when Spurs are at home.
In the short term, I’d do three things.
In the first place, bring the area maps and the bus information up to the same standard that Londoners expect and get in other areas like Islington, Hackney and Westminster.
And then I’d put some investment into the railway that runs between Hackney Downs and Silver Street, by trying to improve the dreadful and dangerous steps. Escalators are expensive, but certainly a single escalator with a double width staircase could be used to improve safety at White Hart Lane. Lifts should also be selectively installed, so that step free access for the disabled is available at probably White Hart Lane, Seven Sisters and Hackney Downs.
One of the problems of the railway is that entry and exit at some stations is quite low. Could this be because it’s a difficult climb, whereas the nearby buses are just a step on and off? Also the trains are not Oyster-friendly! That would be the thrd thing!
So perhaps as I said earlier, should this line and the other Lea Valley lines be added to the Overground? Yes, I think it’s a no-brainer.
Incidentally Hackney Central on the Overground has substantially more passengers going through its doors than the nearby Hackney Downs.
Lots of things need to be done, but let’s improve the transport first.
The second thing that must be done is that Tottenham Hotspur decide quickly what they are doing with White Hart Lane stadium and the derelict land north of it. If they moved the stadium further north, it would actually be nearer to an upgraded White Hart Lane station. The station could even be renamed as Tottenham Hotspur.
Should We Add the Lea Valley Lines to the Overground?
There are effectively three surburban Lea Valley lines.
- Liverpool Street to Enfield
- Liverpool Street to Chingford
- Liverpool Street to Cheshunt via Southbury
Some count the line through Tottenham Hale as another Lea Valley Line, but I prefer to think of that as part of the West Anglia Main Line to Bishops Stortford and Cambridge.
I know the lines quite well and they are not in the best of health with stations that need investment, disabled access and to be incorporated into the Oyster fare network.
You might say it is just like the North London Line of a few years ago!
Except there is one major difference. The trains may be old, but they are in a much better state than the travelling urinals of the old North London Line.
The lines are also not badly connected to both the London Underground and the Overground.
- Seven Sisters and Walthamstow Central are shared stations serving both the Lea Valley Lines and the Victoria line.
- A footpath is planned to connect Walthamstow Central with Walthamstow Queen’s Road on the Overground.
- Hackey Downs used to be connected to Hackey Central on the Overground by means of a path at track level. This interchange could give the Overground a quick way to get to the city as an alternative to walking from Shoreditch High Street on the East London Line.
The more I look at this, the more I like it!
The lines are already built for eight car trains and frequencies approaching ten trains per hour. All they need is punters to fill them and that is where the expertise of the Overground comes in. They certainly have a track record of doing it on the current lines.
Transport for London also have good project management expertise, as they showed at the Dalston Curve, where the project was under budget and early. They also know about making stations disabled-friendly.
So I think we should go for it!
Hackney Downs Station
I wanted to go to Tottenham today, to answer a few questions that had arisen in my mind after the trip yesterday to IKEA.
I started at Hackney Downs station.
To say it is a dump would not be fair, as I suspect that staff try hard to keep a station that has lacked investment for years, working well.
It could be a very good station and I think it could be made into a major interchange by just a few changes and perhaps by borrowing ideas from the Overground.
The access to the platforms, which is by steep staircases, must be improved. I’m not disabled, but do appreciate the problems of those who are. In a wheelchair, unless accompanied by say four of Her Majesty’s squaddies, you wouldn’t stand a chance.
It is dark and dingy too and desperately in need of an imaginative repainting. Hackney has lots of artists, so perhaps they could help or design a scheme. Has a station ever been converted into an art gallery? I know the Musee d’Orsay was formerly a station, but they threw the trains out. Babies and bathwaters come to mind.
How about adding a food shop and a coffee bar?
The interface to the buses underneath the station is poor, as the picture in the gallery shows. There should be a light-controlled crossing over Dalston Lane.
But there is a lot going for the station.
It is close to the open space of Hackney Downs.
It is well served by services going to Enfield, Tottenham, Chingford, Cheshunt, Hertford and of course, Liverpool Street.
A walkway did link it to Hackney Central and this could be reinstated to create a true rail interchange for Hackney.
Is The London Overground a Success?
The three most important lines of the London Overground are now well established. I like it and I use the system several times a week. Admittedly, I have a station at the end of my road, but it is still about a kilometre away. The trains are comfortable, clean and I’ve only been late once.
But do others feel the same way as I do?
So I typed “London Overground success” into Google to see what I got.
I found this article, which is sub-titled, Tangerine Dreams. Here’s a flavour.
That the London Overground has been a success is difficult to deny. Whilst it has certainly had its share of delays and difficulties (such as with the rollout of the 378s), its current performance and satisfaction figures accurately portray the step change in service that has happened on the NLL and elsewhere since the Operator effectively made its debut in 2007. In a city where other Operators such as South Eastern are increasingly feeling the heat from passengers over the level of service they provide, London Overground’s performance also serves to highlight that there are effective ways to address the challenges that London’s railway infrastructure brings.
The rest of the article should be read and it is generally positive about London’s newest railway.
Politician’s of all colours will claim that the success is all down to them. In my view, given how the Overground built on successful ideas, rather than try revolutrionary new ones, I would say you’d have to be really stupid to make the project fail and be an unloved railway.
For a transport project to be successful, you have to locate it so that it takes people where they want to go. The Overground does this well, although you could argue it needs more links to the Underground, as Highbury and Islington, Whitechapel and Richmond aren’t really enough. But West Hampstead will come and possibly there will be others if the politicians decide to invest in success.
One factor that helps, is it is the least claustrophobic and most photogenic of London’s railways, with the possible exception of the DLR. I would recommend both the DLR and the Overground to visitors who want to get a different perspective of London.
Overground Train on the Embankment South of Hoxton Station
I’ve used this picture before to show how different the Overground is. This view even ended up in Modern Railways to illuastrate an article about links between the City and transport projects.
I think the next question is can we build on this success?
The Dark At The End of the Tunnel
After the walk, we were taken into the original entrance of the Thames Tunnel.
This large chamber is one of the original caissons that were sunk so that the tunnel could be excavated. Note the remains of the staircase and the soot from steam trains on the walls. You could also hear the London Overground rumbling beneath your feet.
The Brunel Museum will be improving the access to this chamber, which until recently hadn’t been open for about a 150 years
A Visit to the London Wetland Centre
I’d been wanting to go for some time and felt that as this morning was hot, it might be a bit cooler to stand amongst the old reservoirs, that now make up the London Wetland Centre. So I took the North London Line to Gunnersbury, then a few stops back on the District line to Hammersmith and then a 283 bus to the centre.
283 Bus at the London Wetland Centre
It wasn’t a difficult ride and using the Overground to go from North East to South West London is preferable than the Underground, as the views are better and the trains are a lot more comfortable in hot weather.
The Peter Scott Visitor Centre
The centre is impressive and very much worth a visit. I stayed for a couple of hours and walked around the site observing the various birds. Not that I know much about what is what without a book and some binoculars, which I had forgot to take. Although the signage was good and very much in a style that Sir Peter would have approved of. Ponds are laid out by habitat and country or continent, with a large wild area that attracts all of the birds that either live in or visit London.
When it started to rain, I had a coffee in the excellent cafe, which I checked as to whther they knew their gluten-free or not! They did incidentally.
I then left on the bus to Hammersmith, before taking the Metropoitan line to King’s Cross to get the bus home.
Hammersmith Station on the Metropolitan line
The picture shows the Metropolitan line station at Hammersmith, which has been refurbished since the Undergound reorganised the Circle line. It certaining looked better than it did, when I went with my father from Wood Green to Earl’s Court avoiding the deep Tube lines. Anybody in their right mind would have used the Piccadilly line all the way. But my father had a phobia of deep lines, so went by steam train to King’s Cross, Metropolitan line to Hammersmith and then back to Earl’s Court on the District.
So How Good Is The Overground?
The London Underground is known all over the world and compares well with systems in many cities. It has its problems, but it doesn’t have some of those of say Rome or New York.
Now the Underground has an upstart little brother in the shape of the Overground, which has been in operation for the last couple of years.
Like their middle brother, the Docklands Light Railway, the Overground has been built on the cheap, by reusing old railway lines, tunnels and other infrastructure and then adding new trains and rebuilt stations.
But just as with the DLR, it has been a formula that has worked. The Overground has just one major tunnel, which for an urban railway must be a world record. But what a tunnel, with more history than many museums, as the Thames Tunnel is thought to be the first tunnel built under a navigable river and was built by Marc Brunel and his son Isambard Kingdom Brunel, in the first half of the nineteenth century.
The Overground currently consists of five lines, with a sixth due to open in late 2012. I use the North London Line and the East London Line often as much as seven or eight times a week, as Dalston Junction and Dalston Kingsland stations are within walking distance from where I live.
I like the lines, as the new trains are comfortable with plenty of space for parcels and bikes and they generally run to time. Only once have I had trouble and that was on the North London Line, where I suspect that a delay of twenty minutes or so was caused by a freight train, that shares that line was running late.
The lines also compare well with the previous lines, one of which I described here. But then those lines as I remember them were last upgraded in the 1950s or even earlier.
The Overground also reaches a lot further and in time it will reach all round London and to the lines to Southampton and Portsmouth and eventually HS2 to Birmingham and the North. In a few weeks the North London Line will have a new link at Stratford for HS1 and the London City Airport.
In some ways the Overground and especially the North London Line is unique in that it is a siteseeing railway, which links tourist sites like Kew Garden, Hampstead Heath, Brick Lane, Camden Market and Crystal Palace with a ride that in places gives superb views of the city.
Overground Train on the Embankment South of Hoxton Station
This picture taken of a train on the embankment just south of Hoxton station, shows how the Overground is part of the city in a way that the Underground never can or will ever be.
Several people riding the line have told me has got them their first or a better job and reports have appeared showing that the Overground has improved job prospects and property prices, and even reduced crime. I’ve also heard the latter from a Police Sargeant.
But this is one of the reasons you improve the transport infrastructure, as properly done it makes peoples lives better.
But it is not all good.
The trains can get overcrowded at times and the platforms in places may not be capable of being lengthened, although adding more carriages to the trains might be fairly easy.
Connections to the Underground need to be better and the lack of a Central line connection at Shoreditch HIgh Street is the most glaring. Hopefully Crossrail at Whitechapel will resolve this problem, but will this new line put more pressure on the East London Line?
I do also think that the freight use of the North London Line might get to be a serious problem, especially if trains get larger and more frequent as more containers move off the roads to rail.
The Overground Remembers
In the Great War, 64 men, who worked for the old North London Railway were killed. A memorial was set up to remember them in the old Broad Street station, which was demolished to make way for Broadgate. I used to get off trains from Ipswich at Liverpool Street in the 1970s and then take trains from Broad Street station to Metier’s offices in Stonebridge Park. It must have been the only station in the UK, where you needed to wear a miner’s helmet to be able to see anything. The trains were dark too, with slam doors giving the impression of prison cells. The smell was horrendous and was a mixture of body odour, curry and urine. Well probably not curry in those days, but something when it was emitted from the body the wrong way, gave off a truly obnoxious smell. Wikipedia says this of Broad Street station.
The station was badly damaged in World War II and was never fully repaired.
They certainly didn’t replace the light bulbs.
When the station was closed and demolished, the memorial to the dead was stored at Richmond.
Now though, London Overground has decided to erect the memorial at Hoxton station, directly behind the Geffrye Museum.
The North London Railway Memorial to Employees Who Died in the Great War
The inscription on the memorial says.
In memory of North London Railwaymen Who fell in the Great War 1914-1919
As Hoxton is the nearest station to Broad Street on the old North London Railway, it can be said that London Overground has truly done the right thing.
The Barriers Go Down at Dalston Junction
I came back through Dalston Junction station today and the barriers are down at the Southern exit.
The Barriers Are Down at Dalston Junction
As you can see they’ve got all the signs up for the extension of the 488 bus route, which starts tomorrow on Saturday the 4th.
The bus spider map for Dalston has the new route fully shown, but they haven’t updated the maps in the station yet.
The Anonymous Widower 