Stratford Regional
 

The link below provides recent (09/06) info about TfL current proposals for
Stratford Regional, the existing domestic station, following the forthcoming
DLR changes. There are now additional platforms for the NLL, major changes
to the subways, ticket halls, and an additional westbound Central line
platfom allowing exit on both sides of the train.

http://www.tfl.gov.uk/tfl/initiative...ord/scheme.asp

Might be more logical to renumber the platform faces 1-19 though!

Hope it is of interest

Stratford Regional
 

"Paul Scott" wrote in
:

The link below provides recent (09/06) info about TfL current
proposals for Stratford Regional, the existing domestic station,
following the forthcoming DLR changes. There are now additional
platforms for the NLL, major changes to the subways, ticket halls, and
an additional westbound Central line platfom allowing exit on both
sides of the train.

http://www.tfl.gov.uk/tfl/initiative...ord/scheme.asp

Might be more logical to renumber the platform faces 1-19 though!

Hope it is of interest


What ****es me off most is when you want to go from Stratford to Liverpool
Street and you have to choose between platforms 5 and 10 (so far apart).

I don't suppose there's any way that the new scheme will mean that all the
trains that do this last stop of the route will end up at the same
platform, is there?

Stratford Regional
 

Tristán White wrote:
"Paul Scott" wrote in
:

The link below provides recent (09/06) info about TfL current
proposals for Stratford Regional, the existing domestic station,
following the forthcoming DLR changes. There are now additional
platforms for the NLL, major changes to the subways, ticket halls, and
an additional westbound Central line platfom allowing exit on both
sides of the train.

http://www.tfl.gov.uk/tfl/initiative...ord/scheme.asp

Might be more logical to renumber the platform faces 1-19 though!

Hope it is of interest


What ****es me off most is when you want to go from Stratford to Liverpool
Street and you have to choose between platforms 5 and 10 (so far apart).


I think it's 9, but it's the same island, far from platform 5.



I don't suppose there's any way that the new scheme will mean that all the
trains that do this last stop of the route will end up at the same
platform, is there?



Nah, just get the Central Line.

This reminds me of a time under FGE when I was getting a train the
other way which was shown on the screen as running from platform 10,
but when I got there I noticed that there were some of those yellow
things with red lights on the track just beyond the platform.

I went to platform 8 where some staff were, and they apparently had no
idea about it, although the blocks must have been there for several
hours (it was late morning). Next thing is they are announcing the
train as about to arrive at platform 10 (pretty sure it was a local
announcement).

Being dubious about this, I decided to head for the train arriving at
platform 8, but many people were still on platform 10. The
announcement of the platform change was made just as the train left,
with me on it and everyone else still on platform 10.

At a station where announcements are made claiming that trains are
running on tracks that have been physically blocked all morning, I
don't think there's much hope of ever knowing where to stand.

Stratford Regional
 

"Tristán White" wrote
I don't suppose there's any way that the new scheme will mean that all the
trains that do this last stop of the route will end up at the same
platform, is there?

Of course not. The last reorganisation of the tracks and platforms at
Stratford was done with the specific purpose of allowing trains on the main
lines to call there. Before that, "all the trains that do this last stop of
the route", as you put it, did call at the same platform, while others
(including some that now stop) went past on a non-platform line.

Stratford Regional
 

Paul Scott wrote:
The link below provides recent (09/06) info about TfL current proposals for
Stratford Regional, the existing domestic station, following the forthcoming
DLR changes. There are now additional platforms for the NLL, major changes
to the subways, ticket halls, and an additional westbound Central line
platfom allowing exit on both sides of the train.

http://www.tfl.gov.uk/tfl/initiative...ord/scheme.asp

Might be more logical to renumber the platform faces 1-19 though!

Hope it is of interest

Thanks - it certainly is. Interesting to see the old subway will be
brought back into use and extended. I wonder if this will include
re-opening the original ticket hall - at least as an exit.

Stratford Regional
 

In message , at 14:42:45 on
Mon, 23 Oct 2006, John Salmon remarked:
I don't suppose there's any way that the new scheme will mean that all the
trains that do this last stop of the route will end up at the same
platform, is there?

Of course not. The last reorganisation of the tracks and platforms at
Stratford was done with the specific purpose of allowing trains on the main
lines to call there. Before that, "all the trains that do this last stop of
the route", as you put it, did call at the same platform, while others
(including some that now stop) went past on a non-platform line.

Is this a classic case of "be careful what you wish for"?

"I want more trains to stop at Stratford"...

"... but I didn't expect that to be delivered by two platforms half a
mile apart".
--
Roland Perry

Stratford Regional
 

Tristán White wrote:
What ****es me off most is when you want to go from Stratford to Liverpool
Street and you have to choose between platforms 5 and 10 (so far apart).


IIRC most trains to LST from Stratford which are on the Up Main (P9) are
Set Down Only. P5 is the Up Electric which are the ones you should board.

Stratford Regional
 

Paul Scott wrote:

and an additional westbound Central line
platfom allowing exit on both sides of the train.

Presumably the best way they can see to reduce overcrowding on the 3-5
island. On the NR side the platform space is scarily narrow and very
difficult to move along at peak hours.

Hopefully they'll also get round to putting in some decent information - on
platforms 6 & 8 there are no NR monitors at the east end, with the result
that many passengers for Forest Gate have no idea if the peak hour train
pulling in stops there. (On platform announcements are rare and have a
tendency to get drowned out by TfL no smoking announcements, whilst the on
train announcements at peak hours are invariably over before the passengers
can actually get on. And to confused matters further the change from a train
timetable to a "next train to" sheet means that only the latter part of the
alphabet is shown at that end.)

Stratford Regional
 

Tristán White wrote:

What ****es me off most is when you want to go from Stratford to Liverpool
Street and you have to choose between platforms 5 and 10 (so far apart).

Try the general mess there and beyond whereby stopping trains routinely
switch between the stopping tracks (5 & 8 at Stratford) and fast (9 & 10).
I've known passengers at Forest Gate to walk across the line because the
train comes into a different platform from the one advertised and announced,
station staff using the PA system to tell drivers to wait whilst passengers
change platform, stroppy deaf workmen thinking platform 4 is closed and not
understanding why so many passengers want to get on it in a hurry, and many
a frantic dash (and accident) as people rush to change. Plus when the
stopping services use platforms 9 & 10 it causes chaos for everyone at
Stratford trying to be in the "right part of the train" for exit at their
destination.

Stratford Regional
 

Great Eastern wrote:

What ****es me off most is when you want to go from Stratford to
Liverpool Street and you have to choose between platforms 5 and 10 (so
far apart).

IIRC most trains to LST from Stratford which are on the Up Main (P9) are
Set Down Only. P5 is the Up Electric which are the ones you should board.

Not totally - a lot of services seem to switch between the fast and stopping
tracks with scant regard for this. It's not even consistent where on the
line they switch.

Stratford Regional
 

"Tim Roll-Pickering" wrote in message
...
Paul Scott wrote:

and an additional westbound Central line
platfom allowing exit on both sides of the train.

Presumably the best way they can see to reduce overcrowding on the 3-5
island. On the NR side the platform space is scarily narrow and very
difficult to move along at peak hours.

It looks as though it will give much better interchange from the westbound
Central Line to DLR (to Poplar, etc, when DLR moves to its new platforms),
Jubilee Line, DLR (Stratford International - Canning Town line) and buses,
while retaining good interchange from the Shenfield line to the Central
Line.

peter

Stratford Regional
 

Great Eastern wrote in
:

Tristán White wrote:
What ****es me off most is when you want to go from Stratford to
Liverpool Street and you have to choose between platforms 5 and 10
(so far apart).


IIRC most trains to LST from Stratford which are on the Up Main (P9)
are Set Down Only. P5 is the Up Electric which are the ones you should
board.


LOL have you or anyone else you have ever known ever followed the "Set Down
Only" rule?

Honestly! If people are getting off, people will get on. It's human
nature.

Stratford Regional
 

"MIG" wrote in
ups.com:

I think it's 9, but it's the same island, far from platform 5.


I've used 10 on a number of occasions!

Stratford Regional
 

Peter Masson wrote:
"Tim Roll-Pickering" wrote in message
...
Paul Scott wrote:

and an additional westbound Central line
platfom allowing exit on both sides of the train.
Presumably the best way they can see to reduce overcrowding on the 3-5
island. On the NR side the platform space is scarily narrow and very
difficult to move along at peak hours.

It looks as though it will give much better interchange from the westbound
Central Line to DLR (to Poplar, etc, when DLR moves to its new platforms),
Jubilee Line, DLR (Stratford International - Canning Town line) and buses,
while retaining good interchange from the Shenfield line to the Central
Line.

This must be the first LU example of two platform faces for capacity
reasons rather than for terminating trains (DLR already offering both
intentions in the same station at Canary Wharf).

Being unfamiliar with Stratford, I'm trying to understand the level
changes in the diagram. My impression from the diagrams is that
currently access to the Jubilee line is directly from the existing
ticket hall, but access to the current NLL/new DLR cannot be, because
the tracks pass over the hall. So how do you reach the new DLR platforms?

--
Dave Arquati
www.alwaystouchout.com - Transport projects in London

Stratford Regional
 

On Mon, 23 Oct 2006 21:37:31 +0100, Dave Arquati
wrote:

Peter Masson wrote:
"Tim Roll-Pickering" wrote in message
...
Paul Scott wrote:

and an additional westbound Central line
platfom allowing exit on both sides of the train.
Presumably the best way they can see to reduce overcrowding on the 3-5
island. On the NR side the platform space is scarily narrow and very
difficult to move along at peak hours.

It looks as though it will give much better interchange from the westbound
Central Line to DLR (to Poplar, etc, when DLR moves to its new platforms),
Jubilee Line, DLR (Stratford International - Canning Town line) and buses,
while retaining good interchange from the Shenfield line to the Central
Line.

This must be the first LU example of two platform faces for capacity
reasons rather than for terminating trains (DLR already offering both
intentions in the same station at Canary Wharf).

Being unfamiliar with Stratford, I'm trying to understand the level
changes in the diagram. My impression from the diagrams is that
currently access to the Jubilee line is directly from the existing
ticket hall, but access to the current NLL/new DLR cannot be, because
the tracks pass over the hall. So how do you reach the new DLR platforms?

Err the new DLR Platforms (I assume you mean those to Bow Church) will
be reached off the existing mezzanine level which you use if you exit
the Jubilee Line and wish to reach the street. You go through the
interchange gateline, up the escalator / steps turn right, go over the
current NLL tracks / future DLR Stratford International line and then
down steps and out via the perimeter gateline.

The NLL line tracks currently split the main ticket hall from the
Jubilee Line and when heading north run through the middle of the
station in a box. It is an unusual arrangement.

Those drawings look fairly similar to some early schemes I saw at work
that showed how the Stratford City Development would fit in round the
existing station. I had not seen the proposed extra Central Line
platform but was aware of where it would be - this is essentially an
Olympics issue due to capacity and congestion concerns. I think there
are concerns about dwell times being longer in normal operation than now
so whether it helps overall Central Line capacity is maybe a moot point.

The extra mezzanine ticket hall next to the platform 3A is new to me -
the very dispersed nature of the ticket halls in this station is going
to make it very expensive to operate if there have to be staff at all
locations.
--
Paul C


Admits to working for London Underground!

Stratford Regional
 

Paul Corfield wrote:
On Mon, 23 Oct 2006 21:37:31 +0100, Dave Arquati
wrote:

Peter Masson wrote:
"Tim Roll-Pickering" wrote in message
...
Paul Scott wrote:

and an additional westbound Central line
platfom allowing exit on both sides of the train.
Presumably the best way they can see to reduce overcrowding on the 3-5
island. On the NR side the platform space is scarily narrow and very
difficult to move along at peak hours.

It looks as though it will give much better interchange from the westbound
Central Line to DLR (to Poplar, etc, when DLR moves to its new platforms),
Jubilee Line, DLR (Stratford International - Canning Town line) and buses,
while retaining good interchange from the Shenfield line to the Central
Line.
This must be the first LU example of two platform faces for capacity
reasons rather than for terminating trains (DLR already offering both
intentions in the same station at Canary Wharf).

Being unfamiliar with Stratford, I'm trying to understand the level
changes in the diagram. My impression from the diagrams is that
currently access to the Jubilee line is directly from the existing
ticket hall, but access to the current NLL/new DLR cannot be, because
the tracks pass over the hall. So how do you reach the new DLR platforms?

Err the new DLR Platforms (I assume you mean those to Bow Church) will
be reached off the existing mezzanine level which you use if you exit
the Jubilee Line and wish to reach the street. You go through the
interchange gateline, up the escalator / steps turn right, go over the
current NLL tracks / future DLR Stratford International line and then
down steps and out via the perimeter gateline.

The NLL line tracks currently split the main ticket hall from the
Jubilee Line and when heading north run through the middle of the
station in a box. It is an unusual arrangement.

Actually I meant the new DLR Stratford Int'l line, although now I
understand how the ticket hall works. Will these be accessed on the
level from the ticket hall (on either side of the box)?

Those drawings look fairly similar to some early schemes I saw at work
that showed how the Stratford City Development would fit in round the
existing station. I had not seen the proposed extra Central Line
platform but was aware of where it would be - this is essentially an
Olympics issue due to capacity and congestion concerns. I think there
are concerns about dwell times being longer in normal operation than now
so whether it helps overall Central Line capacity is maybe a moot point.

The extra mezzanine ticket hall next to the platform 3A is new to me -
the very dispersed nature of the ticket halls in this station is going
to make it very expensive to operate if there have to be staff at all
locations.


--
Dave Arquati
www.alwaystouchout.com - Transport projects in London

Stratford Regional
 

"Dave Arquati" wrote

Being unfamiliar with Stratford, I'm trying to understand the level
changes in the diagram. My impression from the diagrams is that
currently access to the Jubilee line is directly from the existing
ticket hall, but access to the current NLL/new DLR cannot be, because
the tracks pass over the hall. So how do you reach the new DLR platforms?

Access to the westbound NLL platform is from the Jubilee Line ticket hall,
but to the eastbound is via a footbridge. Access to the new DLR Poplar
platforms, and the new westbound Central Line platform will be from the
mezzanine of the ticket hall.

Peter

Stratford Regional
 

On Mon, 23 Oct 2006 22:01:19 +0100, Dave Arquati
wrote:

Paul Corfield wrote:

The NLL line tracks currently split the main ticket hall from the
Jubilee Line and when heading north run through the middle of the
station in a box. It is an unusual arrangement.

Actually I meant the new DLR Stratford Int'l line, although now I
understand how the ticket hall works. Will these be accessed on the
level from the ticket hall (on either side of the box)?

Yes - as the NLL is now.

S/B direct from street level ticket hall once through the gateline. N/B
to Stratford International is "up and over" as per current access to
Jubilee Line and to N/B NLL.

As the DLR's traction current supply is incompatible with anything else
the NLL has to be pushed up to the new platform 12 area (effectively via
the freight tracks on to the main line). The DLR takes over a shortish
section of the current NLL and then there is a new alignment to reach
the International Station and possibly beyond towards Leyton (if the
potential alignment is protected in the design of the Olympic site and
later development).

It is very odd to see trains effectively travelling through the middle
of a ticket hall but given the position of the Jubilee Line tracks there
was little option. Believe me we went through many, many variants of
Stratford's design when it was at the detailed planning stage.
--
Paul C


Admits to working for London Underground!

Stratford Regional
 

"Dave Arquati" wrote in message
...

It looks as though it will give much better interchange from the
westbound
Central Line to DLR (to Poplar, etc, when DLR moves to its new
platforms),
Jubilee Line, DLR (Stratford International - Canning Town line) and
buses,
while retaining good interchange from the Shenfield line to the Central
Line.

This must be the first LU example of two platform faces for capacity
reasons rather than for terminating trains (DLR already offering both
intentions in the same station at Canary Wharf).

Being unfamiliar with Stratford, I'm trying to understand the level
changes in the diagram. My impression from the diagrams is that currently
access to the Jubilee line is directly from the existing ticket hall, but
access to the current NLL/new DLR cannot be, because the tracks pass over
the hall. So how do you reach the new DLR platforms?

--
Dave Arquati
www.alwaystouchout.com - Transport projects in London

There is a mezzanine deck (yellow on the diagram) above the existing NLL
platforms, if you come through the Jubilee line gateline you go up to this
level and then to your right and down again, to get to the eastern gateline,
and exit towards Stratford. Access to the new DLR platforms appears to be to
the western end of the mezzanine deck, and on the same level.

I can see it getting quite complex with all the gatelines and Oyster readers
necessary.....

Paul

Stratford Regional
 

"Peter Masson" wrote in message
...

"Dave Arquati" wrote

Being unfamiliar with Stratford, I'm trying to understand the level
changes in the diagram. My impression from the diagrams is that
currently access to the Jubilee line is directly from the existing
ticket hall, but access to the current NLL/new DLR cannot be, because
the tracks pass over the hall. So how do you reach the new DLR
platforms?

Access to the westbound NLL platform is from the Jubilee Line ticket hall,
but to the eastbound is via a footbridge. Access to the new DLR Poplar
platforms, and the new westbound Central Line platform will be from the
mezzanine of the ticket hall.

To clarify, the ticket hall is in two parts, separated by the existing NLL
tracks, and connected by the mezzanine.

Peter

Stratford Regional
 

"Paul Corfield" wrote in message
...

It is very odd to see trains effectively travelling through the middle
of a ticket hall but given the position of the Jubilee Line tracks there
was little option. Believe me we went through many, many variants of
Stratford's design when it was at the detailed planning stage.
--
Paul C


Do you know how/why they come up with the idea of having to pass through two
gatelines to reach the Jubilee line from the street entrance?

Paul S

Stratford Regional
 

On Mon, 23 Oct 2006 22:22:49 +0100, "Paul Scott"
wrote:


"Paul Corfield" wrote in message
.. .

It is very odd to see trains effectively travelling through the middle
of a ticket hall but given the position of the Jubilee Line tracks there
was little option. Believe me we went through many, many variants of
Stratford's design when it was at the detailed planning stage.
--
Paul C


Do you know how/why they come up with the idea of having to pass through two
gatelines to reach the Jubilee line from the street entrance?

runs away and screams

There was a policy decision that said the JLE was to be gated off from
other lines (where feasible). Originally Stratford was going to have a
completely separate route from the street level ticket hall to the JL
platforms. The route where the interchange gateline would only have been
accessible from BR / DLR / Central Line platforms.

I think LU was unable to secure the land to construct the bridge link to
provide the street to JL unique link (I think Railtrack were being
particularly awkward) so we ended up with the mezzanine "up and over"
design. We argued like hell about the interchange gateline as it is
unique - it took a long time for people to realise the coding and
validation issues it would create. However once it was drawn on the
architect's plan it was going to be built.

And as for plans drawn up for other locations to create the same
"barriered off from everything" approach you would not believe the
nonsenses we had to deal with.

I still disagree with the idea to this day!
--
Paul C


Admits to working for London Underground!

Stratford Regional
 

"Peter Masson" wrote in message
...

"Tim Roll-Pickering" wrote in message
...
Paul Scott wrote:

and an additional westbound Central line
platfom allowing exit on both sides of the train.

Presumably the best way they can see to reduce overcrowding on the 3-5
island. On the NR side the platform space is scarily narrow and very
difficult to move along at peak hours.

It looks as though it will give much better interchange from the westbound
Central Line to DLR (to Poplar, etc, when DLR moves to its new platforms),
Jubilee Line, DLR (Stratford International - Canning Town line) and buses,
while retaining good interchange from the Shenfield line to the Central
Line.

This change I did not expect but will be welcome when it appears, despite
the mess the station will be in while all this happens. There is a lot of
movement from the w/b Central Line trains in the mornings and most of that
goes down to the Jubilee and NLL platforms. AFAICT very few people take the
mainline to Liverpool St from there.

Nick



--
Posted via a free Usenet account from http://www.teranews.com

Stratford Regional
 

Dave Arquati wrote:

This must be the first LU example of two platform faces for capacity
reasons rather than for terminating trains (DLR already offering both
intentions in the same station at Canary Wharf).

I'd have to look it up, but do *all* the existing two platform faces only
exist at what were built to be terminals?

Being unfamiliar with Stratford, I'm trying to understand the level
changes in the diagram. My impression from the diagrams is that currently
access to the Jubilee line is directly from the existing ticket hall, but
access to the current NLL/new DLR cannot be, because the tracks pass over
the hall. So how do you reach the new DLR platforms?

In addition to what everyone else has said, the Central Line dives back
underground very early - almost literally at the end of the platform and the
westbound hole is right next to the current DLR bay (platform 4). Will there
be a direct route from the old DLR platform to the new ones? The current
interchange with the stopping services is very convenient and redirecting
passengers through tunnels (or worse still, trying to use Central Line
trains as a bridge) would undermine a lot of improvements.

Stratford Regional
 

Nick Pedley wrote:

There is a lot of movement from the w/b Central Line trains in the
mornings and most of that goes down to the Jubilee and NLL platforms.
AFAICT very few people take the mainline to Liverpool St from there.

There's not really much point - once you factor in time waiting on the
platform at Stratford it's about as quick to stay on the Central Line to
Liverpool Street.

Interchange-only gatelines/barriers and zonal fares
 

On Oct 23, 10:34 pm, Paul Corfield wrote:
runs away and screams

There was a policy decision that said the JLE was to be gated off from
other lines (where feasible). Originally Stratford was going to have a
completely separate route from the street level ticket hall to the JL
platforms. The route where the interchange gateline would only have been
accessible from BR / DLR / Central Line platforms.

I remember asking about this in 2004, and the answer given was that the
JLE was gated specifically as an anti-fraud measure, to ensure that
anyone coming off the GE main line or the NLL would have a valid
ticket.

Will the introduction of zonal fares result in more of these
'interchange' gatelines, to keep people from buying out-of-zone
tickets, boarding at ungated NR stations and then using the various
unbarriered gaps to 'get in' to the LU system?


I think LU was unable to secure the land to construct the bridge link to
provide the street to JL unique link (I think Railtrack were being
particularly awkward) so we ended up with the mezzanine "up and over"
design. We argued like hell about the interchange gateline as it is
unique - it took a long time for people to realise the coding and
validation issues it would create. However once it was drawn on the
architect's plan it was going to be built.

I always thought that there was supposed to be an extra entrance on the
west side of the station, where the internal ticket office was - the
empty part of the mezzanine seemed to confirm this. Now, knowing that
the mezzanine will have direct access to the ungated DLR, I suspect
that this 'interchange' gateline will be lauded as joined-up foresight!
;-)


And as for plans drawn up for other locations to create the same
"barriered off from everything" approach you would not believe the
nonsenses we had to deal with.

Is this why West Ham has so many long straight passageways? Were there
plans to stick a gateline in the overbridge on top of the NLL
platforms?


I still disagree with the idea to this day!

Agreed! It still feels 'wrong' to pass through a gateline when heading
for the Central Line or to the street.

Stratford Regional
 

Paul Corfield wrote:
On Mon, 23 Oct 2006 22:22:49 +0100, "Paul Scott"
wrote:


"Paul Corfield" wrote in message
.. .

It is very odd to see trains effectively travelling through the middle
of a ticket hall but given the position of the Jubilee Line tracks there
was little option. Believe me we went through many, many variants of
Stratford's design when it was at the detailed planning stage.
--
Paul C


Do you know how/why they come up with the idea of having to pass through two
gatelines to reach the Jubilee line from the street entrance?

runs away and screams

There was a policy decision that said the JLE was to be gated off from
other lines (where feasible). Originally Stratford was going to have a
completely separate route from the street level ticket hall to the JL
platforms. The route where the interchange gateline would only have been
accessible from BR / DLR / Central Line platforms.

I think LU was unable to secure the land to construct the bridge link to
provide the street to JL unique link (I think Railtrack were being
particularly awkward) so we ended up with the mezzanine "up and over"
design. We argued like hell about the interchange gateline as it is
unique - it took a long time for people to realise the coding and
validation issues it would create. However once it was drawn on the
architect's plan it was going to be built.

And as for plans drawn up for other locations to create the same
"barriered off from everything" approach you would not believe the
nonsenses we had to deal with.

I still disagree with the idea to this day!
--
Paul C


Ouch - a sore point then!

Thanks for explaining the Stratford two-barrier anomaly from the
inside. I always presumed it was just a revenue protection exercise -
well, it is, but I didn't realise that some in LU had the idea of
trying to roll this out elsewhere.

The situation at Stratford does mean that when you go from the street
to the JLE platforms through the two gatelines you do end up with a
slightly confusing Oyster journey history where Stratford is mentioned
twice (though the fare charged is correct of course).

I can see some advantages to the idea - after all interchange stations
such as Stratford can mean the LU network is wide open to fare-evaders
who start at an open NR station. But as there are so many possible
points of entry guarding against them all would be wholly impractical.

Regarding the discussion in another thread - having "internal
gatelines" such as at Stratford could arguably address some (but only
some) of the issues which will be encountered when PAYG is fully rolled
out on NR, though it would by no means be a complete solution and would
only be practical at some locations. In fact it would be a mess and
very impractical.

Is the "barriered off from everything" logic at play when it comes to
the gateline between Southwark (JLE) and Waterloo East, or is it a case
of planning permission and/or passenger flow issues that means that the
street entrance to Southwark tube doesn't double as an entrance to
Waterloo East?

It seems that the demand to use the Southwark street entrance by
Waterloo East passengers was so great that NR-only season ticket
holders can actually get a pass merely to let them in and out of the
Southwark station barriers so the can get out the street entrance (I'm
certain I've seen some notice to this effect displayed at Southwark but
I've never read anything else about it anywhere).

Stratford Regional
 

Mizter T wrote:

Paul Corfield wrote:

There was a policy decision that said the JLE was to be gated off from
other lines (where feasible). Originally Stratford was going to have a
completely separate route from the street level ticket hall to the JL
platforms. The route where the interchange gateline would only have been
accessible from BR / DLR / Central Line platforms.

How would this have worked for the North London Line northbound?

Regarding the discussion in another thread - having "internal
gatelines" such as at Stratford could arguably address some (but only
some) of the issues which will be encountered when PAYG is fully rolled
out on NR, though it would by no means be a complete solution and would
only be practical at some locations. In fact it would be a mess and
very impractical.

Indeed - look no further than the rest of Stratford. Any attempt to even
paint a "this PAYG territory" line would be so utterly messy. As it's the
station I usually use to enter the tube network it's no wonder I find the
Oyster "always touch in at the start and touch out at the end of 'your
journey'" system a mess.

Currently by my reckoning the only journeys where an interchange at
Stratford can change the number of zones used is travelling from the Central
Line east of Stratford to the District in zone 3 or further east. You can
either have a direct interchange at Mile End (zone 2) or travel via
Stratford to West Ham (all zone 3). The existance of the North London Line
for this route, with PAYG valid there, means that at the moment the barriers
are nominally meaningless and I believe the PAYG fare assumes zone 3
interchanges. But when the NLL is cut back to Stratford one will *only* be
able to avoid zone 2 on that route if you go through those gates - could TfL
operate this as a tester to see if the system can recognise different routes
at different prices?

Stratford Regional
 

"Tim Roll-Pickering" wrote in message
...
Dave Arquati wrote:

This must be the first LU example of two platform faces for capacity
reasons rather than for terminating trains (DLR already offering both
intentions in the same station at Canary Wharf).

I'd have to look it up, but do *all* the existing two platform faces only
exist at what were built to be terminals?


There is a double platform face on the eastbound District at Barking, LU
train doors open on both sides, on the north side allowing interchange with
the Gospel Oak/Barking line bay platform.

Paul

Stratford Regional
 

wrote:

Thanks - it certainly is. Interesting to see the old subway will be
brought back into use and extended. I wonder if this will include
re-opening the original ticket hall - at least as an exit.

They're re-opening the old subway which used to be the only access to
platforms 9-13 as they used to be, but not the long subway under
platform 3/5, which used to be the access to all of the other
platforms. People who complain about the long walk between 5 and 10
must have either never used the station in those days, or forgotten
about it.

Stratford station was a real dump in the '70s and '80s, but it used to
absolutely fascinate me. I remember when I first went through the
place, being puzzled by what seemed to be a four-platform station, with
the platforms numbered 3,5,6 and 8. then one day I got out, and
discovered the low-level 1 and 2, 2 reached directly from the old
subway, and 1 over the old concrete footbridge, still there I think,
alongside the new one. Later I found 9, 10 (now 10a) and 11. There
was no way of getting to 12 and 13, it was an island then, as the
subway had been long bricked up beyond the stairs to 11.

The entrance was just behind where the tank loco is now displayed, and
there was a subway under Great Eastern Road, which came up inside the
shopping centre. This was the only normal entrance to the shopping
centre at this end, there was a door, roughly where the present ones
are, but that was just a fire exit. When you walked out of the old
booking hall, and up the stairs there were the remains of two old
posters high up about Easter train services. The exit must have been
at street level before the exit subway was built.

Platforms 1 and 2 were served by North Woolwich - Tottenham Hale DMUs,
previously the service had run to Palace Gates until about 1964, but I
did'nt know the station then. In the '80s the line between Dalston and
Stratford was re-opened to passengers, and a Camden Road - North
Woolwich service provided. How things have changed on the North
Woolwich line since then! The line between Stratford and Tottenham
Hale was then served only by a rush-hour shuttle service until this was
withdrawn, and Lea Bridge station closed, in 1985. One of the
destinations shown on the dark blue and white sign by the entrance to
the low-level platforms was 'THE DOCKS'

After you passed through the ticket barrier you tured sharp left into
the long subway under 3/5. Straight ahead was the subway now proposed
to be re-opened, leading to the higher numbered platforms. No trains
normally served these platforms, except or one or two of the Tottenham
Hale shuttles, which used 11, the others ran into the low-level, via
High Meads. What is now 9 was not a platform face, there railings
aling the edge of it, and some old GER buildings. What is now 10 was
9, what is now 10a was 10, 11 was as it is now and 12/13 were a long
disused island, with, as I said previously, no access. I really wanted
to get down this subway and onto 9-11, but the staff on the barrier
would never allow me down there; I didn't know anout the odd one or two
trains still serving 11.

One day the tracks through 6 an 8 were closed, and the trains were
serving 9 and 10, as they then were. This was my chance. This subway
was filthy, and looked like it had been disuded for decades. There was
lots of 'stuff' dumped there, including more blue and white signs.
There was also one on the wall pointing to platforms 10-13, with '13'
painted over to read '11' There were various doors leading off this
subway, I'm still not sure where they went, there were two ancient
goods lifts on the platforms above, which I couldn't find the bottom
end of; maye they came out behind these doors; parcels office maybe?
There was another door, leading into a room full of electronic
equipment; relay room and telephone exchange under the signalbox?
There was also another passage leaing off to the East, still in use by
staff, I think this may have led to the depot.

The building between platforms 10 (now 10a) and 11 was in use by staff
at each end, but the centre section was roofless; had it been the
victim of a fire at sometime, or wartime bombing? What was it
originally?

Before the stairs up to platform 11 there were two disused staircases
which had been capped with concrete at platform level, near the
roofless building; these stairways were also full of rubbish.

Later, it was decided to re-open platforn 12, and to run services on
the Cambridge line. The platform was re-built, and the wall in the
subway demolished, and the staircase up to the platform re-built. The
capped-off stairways were boarded over at subway level, and the subway
cleaned up somewhat. From the time of this work it was possible for
me to walk along the subway any time I wanted to. one day there was a
pile of rubbish which had been cleared out of one of the side rooms.
There was an old wooden board with the remains of a timetable showing
services to Hertford East from the long disused platform 12. The
reburbishment of the Cambridge line platforms took ages, and must hve
cost a fortune, but the services didn't last long; I'm not surprised,
BR didn't seem to want anybody to know about these services, there
didn't seem to be any timetables posted anywhere, and the subway still
looked distinctly disused.

The high-level platforms which were still in use had blue and white
glass name signs, which had originally been fluorescent lit, but the
lighting had nong ceased to function, and some of the signs had been
broken, and replaced by ones made of plywood, hadboard or some similar
material. There had previously been illuminated cubes with blue and
white glass platform numbers; I remember seeing these in use, but they
too were later dumped in the dis-used subway.

About twenty years ago the never used bay platform 4 was brought into
use for the DLR; it has been shortened somewhat from its original
length. The other bay, platform 7, remains unused to this day, the
Fenchurch Street electtric shuttle servce for which they were intended
never having been introduced, and Bow Road station closed in 1949.

I'm glad to see that the Cambridge line platforms still have a place in
the proposed upgrade; I hope we they will see a proper service again,
and the re-opening of Lea Bridge station.

Are the large areas at each end of the mezzanine level, beyond the
stairs, to serve some useful purpose at last? They're totally wasted
space at the moment.

For such an important station it's amasing how dilapidated parts of
Stratford became. The nice new station of 1949 was looking distinctly
past its best by the early '70s. Does anybody have any pictures of the
station prior to the rebuilding for the Central Line extension, and the
Shenfield electrification?

Stratford Regional
 

wrote:

Thanks - it certainly is. Interesting to see the old subway will be
brought back into use and extended. I wonder if this will include
re-opening the original ticket hall - at least as an exit.

They're re-opening the old subway which used to be the only access to
platforms 9-13 as they used to be, but not the long subway under
platform 3/5, which used to be the access to all of the other
platforms. People who complain about the long walk between 5 and 10
must have either never used the station in those days, or forgotten
about it.

Stratford station was a real dump in the '70s and '80s, but it used to
absolutely fascinate me. I remember when I first went through the
place, being puzzled by what seemed to be a four-platform station, with
the platforms numbered 3,5,6 and 8. then one day I got out, and
discovered the low-level 1 and 2, 2 reached directly from the old
subway, and 1 over the old concrete footbridge, still there I think,
alongside the new one. Later I found 9, 10 (now 10a) and 11. There
was no way of getting to 12 and 13, it was an island then, as the
subway had been long bricked up beyond the stairs to 11.

The entrance was just behind where the tank loco is now displayed, and
there was a subway under Great Eastern Road, which came up inside the
shopping centre. This was the only normal entrance to the shopping
centre at this end, there was a door, roughly where the present ones
are, but that was just a fire exit. When you walked out of the old
booking hall, and up the stairs there were the remains of two old
posters high up about Easter train services. The exit must have been
at street level before the exit subway was built.

Platforms 1 and 2 were served by North Woolwich - Tottenham Hale DMUs,
previously the service had run to Palace Gates until about 1964, but I
did'nt know the station then. In the '80s the line between Dalston and
Stratford was re-opened to passengers, and a Camden Road - North
Woolwich service provided. How things have changed on the North
Woolwich line since then! The line between Stratford and Tottenham
Hale was then served only by a rush-hour shuttle service until this was
withdrawn, and Lea Bridge station closed, in 1985. One of the
destinations shown on the dark blue and white sign by the entrance to
the low-level platforms was 'THE DOCKS'

After you passed through the ticket barrier you tured sharp left into
the long subway under 3/5. Straight ahead was the subway now proposed
to be re-opened, leading to the higher numbered platforms. No trains
normally served these platforms, except or one or two of the Tottenham
Hale shuttles, which used 11, the others ran into the low-level, via
High Meads. What is now 9 was not a platform face, there railings
aling the edge of it, and some old GER buildings. What is now 10 was
9, what is now 10a was 10, 11 was as it is now and 12/13 were a long
disused island, with, as I said previously, no access. I really wanted
to get down this subway and onto 9-11, but the staff on the barrier
would never allow me down there; I didn't know anout the odd one or two
trains still serving 11.

One day the tracks through 6 an 8 were closed, and the trains were
serving 9 and 10, as they then were. This was my chance. This subway
was filthy, and looked like it had been disuded for decades. There was
lots of 'stuff' dumped there, including more blue and white signs.
There was also one on the wall pointing to platforms 10-13, with '13'
painted over to read '11' There were various doors leading off this
subway, I'm still not sure where they went, there were two ancient
goods lifts on the platforms above, which I couldn't find the bottom
end of; maye they came out behind these doors; parcels office maybe?
There was another door, leading into a room full of electronic
equipment; relay room and telephone exchange under the signalbox?
There was also another passage leaing off to the East, still in use by
staff, I think this may have led to the depot.

The building between platforms 10 (now 10a) and 11 was in use by staff
at each end, but the centre section was roofless; had it been the
victim of a fire at sometime, or wartime bombing? What was it
originally?

Before the stairs up to platform 11 there were two disused staircases
which had been capped with concrete at platform level, near the
roofless building; these stairways were also full of rubbish.

Later, it was decided to re-open platforn 12, and to run services on
the Cambridge line. The platform was re-built, and the wall in the
subway demolished, and the staircase up to the platform re-built. The
capped-off stairways were boarded over at subway level, and the subway
cleaned up somewhat. From the time of this work it was possible for
me to walk along the subway any time I wanted to. one day there was a
pile of rubbish which had been cleared out of one of the side rooms.
There was an old wooden board with the remains of a timetable showing
services to Hertford East from the long disused platform 12. The
reburbishment of the Cambridge line platforms took ages, and must hve
cost a fortune, but the services didn't last long; I'm not surprised,
BR didn't seem to want anybody to know about these services, there
didn't seem to be any timetables posted anywhere, and the subway still
looked distinctly disused.

The high-level platforms which were still in use had blue and white
glass name signs, which had originally been fluorescent lit, but the
lighting had nong ceased to function, and some of the signs had been
broken, and replaced by ones made of plywood, hadboard or some similar
material. There had previously been illuminated cubes with blue and
white glass platform numbers; I remember seeing these in use, but they
too were later dumped in the dis-used subway.

About twenty years ago the never used bay platform 4 was brought into
use for the DLR; it has been shortened somewhat from its original
length. The other bay, platform 7, remains unused to this day, the
Fenchurch Street electtric shuttle servce for which they were intended
never having been introduced, and Bow Road station closed in 1949.

I'm glad to see that the Cambridge line platforms still have a place in
the proposed upgrade; I hope we they will see a proper service again,
and the re-opening of Lea Bridge station.

Are the large areas at each end of the mezzanine level, beyond the
stairs, to serve some useful purpose at last? They're totally wasted
space at the moment.

For such an important station it's amasing how dilapidated parts of
Stratford became. The nice new station of 1949 was looking distinctly
past its best by the early '70s. Does anybody have any pictures of the
station prior to the rebuilding for the Central Line extension, and the
Shenfield electrification?

Stratford Regional
 

wrote:
Paul Scott wrote:

http://www.tfl.gov.uk/tfl/initiative...ord/scheme.asp

Thanks - it certainly is. Interesting to see the old subway will be
brought back into use and extended.

Is that the beautiful but sad staircase in a cage?

Stratford Regional
 

John Rowland wrote:

Is that the beautiful but sad staircase in a cage?

Yes, that's it. This subway served platforms from 9 to 12/13. From
what I can make out from old drawings, 3/4/5 did not exist before the
rebuilding for the Central Line, so the long subway under 3/5 was
probably built at this time. This subway led to the stairs up to the
platform, just above the words 'New Westbound' on the new platform
level drawing. There was a doorway to the left which led onto the
low-level, and a short subway to the right serving platforms 6, 7
(never used) and 8. During the last rebuilding this subway was
extended as ffar as platform 12, and the old subway closed. For a while
both were open, and you could make a circular walk. Finally, the new
subway to the West of the low-level lines, serving 3-10 was opened.
What is now 9/10 was extended a considerable distance, it used to end
not far from where 10a does now. I am not clear how what is now 6/8
was reached prior to 1949, mayde there was a stairway from the old
subway behind one of the closed doors. This platform was also much
shorter until the time of the electrification and Central Line
extension.

Stratford Regional
 

"Stephen Furley" wrote in message
ups.com...

John Rowland wrote:

Is that the beautiful but sad staircase in a cage?

Yes, that's it. This subway served platforms from 9 to 12/13. From
what I can make out from old drawings, 3/4/5 did not exist before the
rebuilding for the Central Line, so the long subway under 3/5 was
probably built at this time. This subway led to the stairs up to the
platform, just above the words 'New Westbound' on the new platform
level drawing. There was a doorway to the left which led onto the
low-level, and a short subway to the right serving platforms 6, 7
(never used) and 8. During the last rebuilding this subway was
extended as ffar as platform 12, and the old subway closed. For a while
both were open, and you could make a circular walk. Finally, the new
subway to the West of the low-level lines, serving 3-10 was opened.
What is now 9/10 was extended a considerable distance, it used to end
not far from where 10a does now. I am not clear how what is now 6/8
was reached prior to 1949, mayde there was a stairway from the old
subway behind one of the closed doors. This platform was also much
shorter until the time of the electrification and Central Line
extension.

From what I can make out of an old (1915) drawing, what are now platforms 10
and 10a served the old slow lines, and what is now 9 served the down fast.
The up fast was a through line with no platform, but there was an up
passenger loop served by a platform more or less on the site of present 6/8.
This was further east than the other platforms, which were of course in the
fork between the Colchester and Cambridge lines, as west of this platform
there were connections to the goods depot and a double- (or even
triple-)track spur from the Ilford to the North Woolwich direction. This
platform presumably linked with the low level platforms. There was also a
double-track spur east of the station from the Liverpool Street to the North
Woolwich direction; this was used by through passenger trains which could
not therefore call at Stratford but instead served Stratford Market station.
Two short bay platforms are apparent, a down bay as the opposite face of the
up passsenger loop platform, and a bay, more of a dock really, in the fork
between platforms 10a and 11. It's not at all clear where the main entrance
and ticket office were - the station was served by Station Road, leading
from Angel Lane into the fork between the Colchester and Cambridge lines,
and by Station Street, leading from the High Street to the south side of the
station.

In understanding this, it needs to be remembered that in 1949 Ilford flyover
was built, and west of there what had been the slow lines became the Main
Lines, and what had been the Fast Lines became the Electric (or Slow) Lines,
which served the new platforms at Stratford. It's also worth remembering
that, until LT took over the Loughton lines, platforms 11-13 were served by
an intensive steam suburban service from Liverpool Street and Fenchurch
Street to Loughton, Epping and Ongar (well, never that intensive out to
Ongar), while trains to Newbury Park and Chigwell diverged between Ilford
and Seven Kings.

Peter

Stratford Regional
 

Peter Masson wrote:

From what I can make out of an old (1915) drawing, what are now platforms 10
and 10a served the old slow lines, and what is now 9 served the down fast.
The up fast was a through line with no platform, but there was an up
passenger loop served by a platform more or less on the site of present 6/8.
This was further east than the other platforms, which were of course in the
fork between the Colchester and Cambridge lines, as west of this platform
there were connections to the goods depot and a double- (or even
triple-)track spur from the Ilford to the North Woolwich direction.

That sounds like the map/drawing that I've seen; it used to be on sale
at the North Woolwich Old Station Museum. They also sold a small
booklet in which there was a photoraph of a Diesel locomotive coming
off the Eastern spur at low-level. the track was behind the buildings
on platform 2, and the trackbed was still visible until fairly recent
times. I don't think there were ever platforms on these lines.

Don't forget the fourth route from the North Woolwich/Beckton/Gallions
direction, the one which diverged from the present one at Fork
Junction, just North of where the line passes under the high level, and
ran through the centre of Stratford Works.

Two short bay platforms are apparent, a down bay as the opposite face of the
up passsenger loop platform, and a bay, more of a dock really, in the fork
between platforms 10a and 11. It's not at all clear where the main entrance
and ticket office were - the station was served by Station Road, leading
from Angel Lane into the fork between the Colchester and Cambridge lines,
and by Station Street, leading from the High Street to the south side of the
station.

In understanding this, it needs to be remembered that in 1949 Ilford flyover
was built, and west of there what had been the slow lines became the Main
Lines, and what had been the Fast Lines became the Electric (or Slow) Lines,
which served the new platforms at Stratford. It's also worth remembering
that, until LT took over the Loughton lines, platforms 11-13 were served by
an intensive steam suburban service from Liverpool Street and Fenchurch
Street to Loughton, Epping and Ongar (well, never that intensive out to
Ongar), while trains to Newbury Park and Chigwell diverged between Ilford
and Seven Kings.

So much has changed since the War in this area; the takeover of the
Loughton line by the Central, and the extension of that like from
Liverpool street, the closure of the Beckton and Gallions branches,
also the Silvertown tramway, and the old route over the swing bridge.
The removal otf the old connection to Ilord, The withdrawal of the
Broad Street to Poplar service, the closure of the Palace Gates branch,
the re-opening of the line through Hackney to passengers, the joining
of what had been parts of the Broad Street - Poplar and Palace Gates -
North Woolwich services to the Richmond service west of Dalston when
Broad Street closed. The closure of the docks lines, the closure, and
partial re-instatement, of one pair of tracks between Camden and
Dalston, The coming of the DLR and the JLE. I first went to North
Woolwich just after the Camden Road service was introduced; you can't
recognise the area today.

Stratford Regional
 

Stephen Furley wrote:
wrote:

Thanks - it certainly is. Interesting to see the old subway will be
brought back into use and extended. I wonder if this will include
re-opening the original ticket hall - at least as an exit.

They're re-opening the old subway which used to be the only access to
platforms 9-13 as they used to be, but not the long subway under
platform 3/5, which used to be the access to all of the other
platforms. People who complain about the long walk between 5 and 10
must have either never used the station in those days, or forgotten
about it.

I remember it well.

Stratford station was a real dump in the '70s and '80s, but it used to
absolutely fascinate me. I remember when I first went through the
place, being puzzled by what seemed to be a four-platform station, with
the platforms numbered 3,5,6 and 8. then one day I got out, and
discovered the low-level 1 and 2, 2 reached directly from the old
subway, and 1 over the old concrete footbridge, still there I think,
alongside the new one. Later I found 9, 10 (now 10a) and 11. There
was no way of getting to 12 and 13, it was an island then, as the
subway had been long bricked up beyond the stairs to 11.

The entrance was just behind where the tank loco is now displayed, and
there was a subway under Great Eastern Road, which came up inside the
shopping centre. This was the only normal entrance to the shopping
centre at this end, there was a door, roughly where the present ones
are, but that was just a fire exit. When you walked out of the old
booking hall, and up the stairs there were the remains of two old
posters high up about Easter train services. The exit must have been
at street level before the exit subway was built.

There was also a ramp up to street level here as well as the subway
leading to the shopping centre - in fact it is still there albeit
disused. There was also another subway entrance leading to the loco
depot but I think this is now blocked.

Looking at this plan now it amazes me how tiny the original ticket hall
was compared to the current and proposed facilities! Thanks too for
jogging my memory about all the other passageways and stairs through
this amazing place.


Are the large areas at each end of the mezzanine level, beyond the
stairs, to serve some useful purpose at last? They're totally wasted
space at the moment.


It has always seemed to me that these must have been provided in
anticipation of future extensions or alterations. From the plans it
appears the western end of the mezzanine will connect to the new DLR
platforms and the eastern end to a new entrance on the proposed
pedestrian link bridge.

Stratford Regional
 

wrote:

There was also a ramp up to street level here as well as the subway
leading to the shopping centre - in fact it is still there albeit
disused. There was also another subway entrance leading to the loco
depot but I think this is now blocked.

That's right; the ramp had a curved roof, made of glass blocks I think;
skateboarders used to make use of it. I think there must originally
have been steps to street level within the building,; this would
explain the posters high up at the entrance. If you looked down at the
trackbed between 10 (now 10a) and 11 you could see where two subways
passed underneath; the 'old' one as I call it, and the depot one. I
think the passageway leading off to the East from the old subway must
have led into the depot subway, but I'm not sure. It was certainly in
use by staff when the old subway was open to the public.

There were various mystery doors leading off the old ticket hall as
well. One of them which was on your right as you left the station I do
know the function of; it led to a sump. I know this because many years
ago the pumps failed at a time when there had been very heavy rainfall,
and temporary portable pumps had to be brought in, with the hoses taken
in through this door.

Looking at this plan now it amazes me how tiny the original ticket hall
was compared to the current and proposed facilities! Thanks too for
jogging my memory about all the other passageways and stairs through
this amazing place.

Asmzing it certainly was, and is. It's a pity that the old part of the
station was allowed to decay so badly after it largely went out of use.
It's not only the station that's amazing; the whole area is. It has a
very important place in the industrial history of Britain, some fine
architecture, and the Bow Back Rivers are well worth exploring. I
first did so nearly thirty years ago, when they were so overgrown that
it was only just about possible to fight you way through the overgrowth
on the towpaths in the depths of Winter. There were major changes made
to the rivers under the River Lee (Flood Relief &c.) Act, (1930),
partly for flood relief, and partly to improve navigation; just about
in time to see the end of commercial navigation on most a the back
rivers! Quite similar in some ways to much of the modernisation of the
railways.

It's very difficult to get into, but the old Abbey Mills Pumping
Station is well worth a visit. The main 'A' station still contains the
8 electric pumps installed in the early '30s when the steam plant was
removed. At least I think they're still there on standby, they were a
couple of years ago. The Diesels in a couple of the other buildings
were removed at about the time that the new station opened. The old
station has some very fine cast iron work. The new station is quite an
interesting building from the outside, but there's nothing inside woth
seeing, everything except some large pipes is underground.

It has always seemed to me that these must have been provided in
anticipation of future extensions or alterations. From the plans it
appears the western end of the mezzanine will connect to the new DLR
platforms and the eastern end to a new entrance on the proposed
pedestrian link bridge.

I think they could have been used for small shops or stalls, exhibition
space, or maybe even a space for live musicians to perform; The area
has had a long history of involvment with the arts.

Stratford Regional
 

In article .com,
Stephen Furley writes
There was also another passage leaing off to the East, still in use by
staff, I think this may have led to the depot.

I think it did.

In the 1970s I went on a school trip that included Stratford Depot. My
memory is that we followed a subway from the main station.

--
Clive D.W. Feather | Home:
Tel: +44 20 8495 6138 (work) | Web: http://www.davros.org
Fax: +44 870 051 9937 | Work:
Please reply to the Reply-To address, which is:

Stratford Regional
 

Clive D. W. Feather wrote:
In article .com,
Stephen Furley writes
There was also another passage leaing off to the East, still in use by
staff, I think this may have led to the depot.

I think it did.

In the 1970s I went on a school trip that included Stratford Depot. My
memory is that we followed a subway from the main station.

The main entrance to the depot subway was on the front of the building,
to the right of the passenger entrance. Between the two was the BTP
office (though it didn't seem to deter many trainspotters from making
their way down the tunnel).