| Page 1 of 2 | 1 | 2 |
|
|
Broad Street station
Nick Catford seems to have added a shed load more photos of broad street
as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. If Broad street was still open today would it be a useful way of relieving passenger and train congestion on other lines and termini? I assume when it was demonlished it wasn't serving much useful purpose but then back then the city had less people working in it. Would they be able to get away with demolishing it today? B2003 |
Broad Street station
On Tue, 31 Mar 2009 11:48:08 +0000 (UTC)
wrote: Nick Catford seems to have added a shed load more photos of broad street as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. Duh, forgot to add the link. http://www.subbrit.org.uk/sb-sites/s...et/index.shtml B2003 |
Broad Street station
|
Broad Street station
On Mar 31, 1:07*pm, "Paul Scott"
wrote: How might the LO & ELL changes have panned out then. Would the ELLX project still have connected into the Kingsland viaduct and run round to Highbury, after all it's four tracks wide, or just run up to terminate and interchange at Dalston. I'm not even sure there would have been an ELLX project in this case. -- Abi |
Broad Street station
On Mar 31, 1:55*pm, Abigail Brady wrote: On Mar 31, 1:07*pm, "Paul Scott" wrote: How might the LO & ELL changes have panned out then. Would the ELLX project still have connected into the Kingsland viaduct and run round to Highbury, after all it's four tracks wide, or just run up to terminate and interchange at Dalston. I'm not even sure there would have been an ELLX project in this case. My thinking exactly. My reading of the inception of the ELLX scheme was that that an opportunity was seen to connect an underutilised line - the ELL - up with the disused trackbed between Broad Street and Dalston Junction (and beyond), as well as reconnect it with the mainline at the southern end (i.e. New Cross Gate), along with (re) connecting it to the South London Line (i.e. phase 2 to Clapham Jn). Thankfully that opportunity - which could so easily have become another fantasy project such as those which have been discussed on here many times before - was grasped and is being realised. I must say I'm somewhat amazed this actually happened! |
Broad Street station
On 31 Mar, 13:55, Abigail Brady wrote:
I'm not even sure there would have been an ELLX project in this case. The previous extension proposal to Cambridge Heath might have happened instead. (which would also allow the route across Bishopsgate Goods Yard to be used to divert some Liverpool Street trains to Broad Street) U |
Broad Street station
wrote in message ... Nick Catford seems to have added a shed load more photos of broad street as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. If Broad street was still open today would it be a useful way of relieving passenger and train congestion on other lines and termini? I assume when it was demonlished it wasn't serving much useful purpose but then back then the city had less people working in it. Would they be able to get away with demolishing it today? Broad Street was a useless station because the only lines that could run to it were Richmond and Watford. It took up far too much space for the small number of people that arrived there. When they demolished it, they routed the Richmond trains to Stratford (and later to N Woolwich) to create the "modern NLL and built the Graham Road curve (into LST) for the rush hour only Watford services. After a few years they gave up with the latter. Before the Richmond services were diverted to Stratford, there was no service on this part of the line So yes, they could close it now! tim |
Broad Street station
"tim....." wrote in message ... wrote in message ... Nick Catford seems to have added a shed load more photos of broad street as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. If Broad street was still open today would it be a useful way of relieving passenger and train congestion on other lines and termini? I assume when it was demonlished it wasn't serving much useful purpose but then back then the city had less people working in it. Would they be able to get away with demolishing it today? Broad Street was a useless station because the only lines that could run to it were Richmond and Watford. It took up far too much space for the small number of people that arrived there. When they demolished it, they routed the Richmond trains to Stratford (and later to N Woolwich) to create the "modern NLL and built the Graham Road curve (into LST) for the rush hour only Watford services. After a few years they gave up with the latter. Before the Richmond services were diverted to Stratford, there was no service on this part of the line So yes, they could close it now! tim And what about the trains that used to come from the Great Northern lines. As for the distasterous service into Liverpool St. Was it downgraded to just one train in the morning and one in the evening. Hardly surprising no sane person used it and hey presto there was the justification to stop running it. Just like post Beeching. Kevin |
Broad Street station
"zen83237" wrote in message ... "tim....." wrote in message ... wrote in message ... Nick Catford seems to have added a shed load more photos of broad street as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. If Broad street was still open today would it be a useful way of relieving passenger and train congestion on other lines and termini? I assume when it was demonlished it wasn't serving much useful purpose but then back then the city had less people working in it. Would they be able to get away with demolishing it today? Broad Street was a useless station because the only lines that could run to it were Richmond and Watford. It took up far too much space for the small number of people that arrived there. When they demolished it, they routed the Richmond trains to Stratford (and later to N Woolwich) to create the "modern NLL and built the Graham Road curve (into LST) for the rush hour only Watford services. After a few years they gave up with the latter. Before the Richmond services were diverted to Stratford, there was no service on this part of the line So yes, they could close it now! tim And what about the trains that used to come from the Great Northern lines. These were removed before my time. My Baker from the period just before BS was closed, shows this route as not possible at that time. I have also discovered from a 1940 map, that the stations: Dalston to Stratford had a service into BS via a Dalston East curve. This (service) had gone by 1953, not sure when the curve was lifted. As for the distasterous service into Liverpool St. Was it downgraded to just one train in the morning and one in the evening. 6 trains a day, rush hours only, but IIRC it wasn't any different to the BS service provided at closure, it just took 15 minutes longer and people stopped using it because changing onto the Met at Wembley Park was quicker. I also think that the change in the nature of city jobs from strict 9 to 5 must have had an effect on usage! tim |
Broad Street station
tim..... wrote:
"zen83237" wrote in message ... And what about the trains that used to come from the Great Northern lines. These were removed before my time. My Baker from the period just before BS was closed, shows this route as not possible at that time. Really? It would still be possible today. Head up the GN, turn left at Finsbury Park, up Canonbury curve, then east down the North London line and branch off at Dalston up to Broad Street. That's why they were proposing Finsbury Park as a terminus for some ELLX services at one time. |
Broad Street station
On Tue, 31 Mar 2009, Mr Thant wrote:
On 31 Mar, 13:55, Abigail Brady wrote: I'm not even sure there would have been an ELLX project in this case. The previous extension proposal to Cambridge Heath might have happened instead. (which would also allow the route across Bishopsgate Goods Yard to be used to divert some Liverpool Street trains to Broad Street) What was this proposal? All i can find is a bit on the CULG page for the ELL, where Clive sayeth: At Spitalfields a branch turned off into extensive sidings underneath the corresponding GER coal depot (and with a vertical hoist linking them); there were plans to tunnel to meet the GER line at Cambridge Heath, but these never came to fruition and the tunnel dead-ended only 350m from the junction. But that doesn't make a huge amount of sense to me. I don't see how any branch going to Spitalfields could have anything to do with Cambridge Heath. tom -- People don't want nice. People want London. -- Al |
Broad Street station
On 31/3/09 23:07, in article , "Jack Taylor" wrote: tim..... wrote: "zen83237" wrote in message ... And what about the trains that used to come from the Great Northern lines. These were removed before my time. My Baker from the period just before BS was closed, shows this route as not possible at that time. Really? It would still be possible today. Head up the GN, turn left at Finsbury Park, up Canonbury curve, then east down the North London line and branch off at Dalston up to Broad Street. That's why they were proposing Finsbury Park as a terminus for some ELLX services at one time. The line was closed for a time while the track through the tunnel was singled to provide clearance for electrification, but I can't remember when this was. |
Broad Street station
On Mar 31, 11:21*pm, Tom Anderson wrote:
But that doesn't make a huge amount of sense to me. I don't see how any branch going to Spitalfields could have anything to do with Cambridge Heath. If you look on Google Maps just south of Selby Street (north of Whitechapel station) there's a bit where the cutting widens to the east, which was the junction for Spitalfields goods yard. If you scroll up a bit you can see a chunky curve of disused viaduct that led the GER depot. The definition of "Spitalfields" must have been wider in the past, though Spitalfields City Farm is not far from the goods yard site. U |
Broad Street station
|
Broad Street station
On Tue, 31 Mar 2009 22:50:30 +0100
Paul Corfield wrote: On Tue, 31 Mar 2009 13:07:25 +0100, "Paul Scott" wrote: wrote: Nick Catford seems to have added a shed load more photos of broad street as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. If Broad street was still open today would it be a useful way of relieving passenger and train congestion on other lines and termini? Doubtful - it was far too big for the traffic using it. The North London Certainly seems underused. Though what surprises me is they closed the whole branch. I don't see why they didn't keep perhaps a single platform low cost low maintenance station a few hundred metres back up the line after the main station had been demolished to make way for Broadgate. B2003 |
Broad Street station
|
Broad Street station
On Tue, 31 Mar 2009 23:07:02 +0100
"Jack Taylor" wrote: That's why they were proposing Finsbury Park as a terminus for some ELLX services at one time. A missed opportunity if ever there was one. It could have provided a cross platform link for FCC & ECML passengers to docklands and the south london lines and vice verca. Its utterly absurd this wasn't forced through. B2003 |
Broad Street station
In article , aooy65
@dsl.pipex.com says... On Tue, 31 Mar 2009 13:07:25 +0100, "Paul Scott" wrote: wrote: Nick Catford seems to have added a shed load more photos of broad street as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. If Broad street was still open today would it be a useful way of relieving passenger and train congestion on other lines and termini? Doubtful - it was far too big for the traffic using it. The North London Line was nowhere near as popular then as it is now and I doubt there was any expansionist appetite anywhere in BR. Again while Liverpool Street was busy commuting was not at the levels seen in recent years. Looking at the photos on Boltar's link does anyone know where the war memorial went to? I think I only used Broad Street a handful of times despite walking past it many times when I was at City Poly on Moorgate. Don't know where the memorial went, sadly don't even remember it. I would like to know however what became of a model locomotive in a glass case, the coupling rods of which moved once a penny was inserted into a slot. I assume this benefited a railway charity. It was a 4-4-0 tank engine. As a young person I was always fascinated by the Richmond trains with their barred windows so that decapitations didn't occur in the tunnel at Hampstead Heath. |
Broad Street station
On Apr 1, 10:23*am, (Neil Williams) wrote: On Wed, 1 Apr 2009 09:18:10 +0000 (UTC), wrote: Certainly seems underused. Though what surprises me is they closed the whole branch. I don't see why they didn't keep perhaps a single platform low cost low maintenance station a few hundred metres back up the line after the main station had been demolished to make way for Broadgate. Running it into Liverpool St made more sense, as they indeed did, though this didn't for whatever reasons prove successful. Running via Hackney and the Graham Road curve added time and distance to the journey. Additionally by the sounds of it BR weren't very keen to make this service successful. |
Broad Street station
On Apr 1, 10:27*am, wrote: On Tue, 31 Mar 2009 23:07:02 +0100 "Jack Taylor" wrote: That's why they were proposing Finsbury Park as a terminus for some ELLX services at one time. A missed opportunity if ever there was one. It could have provided a cross platform link for FCC & ECML passengers to docklands and the south london lines and vice verca. Its utterly absurd this wasn't forced through. There is a fundamental issue with this though that many people simply fail to comprehend. IIRC this stretch of the NLL is currently three tracks, but it will become four tracks. The ELLX trains will run on the southern pair of tracks at this point, with the NLL passenger trains and freight on the northern pair. The Canonbury Curve tunnel is to the north of the NLL alignment - if ELLX trains were to run up to Canonbury they'd have to cross the NLL passenger and freight tracks on the level, i.e. a massively conflicting movement. The only way to deal with it would be some sort of grade separated junction to take the ELLX trains over the NLL tracks to the Canonbury curve. That's *far* easier said than done - the NLL alignment here is in a cutting surrounded by housing on both sides, and there's a bridge carrying Highbury Grove to contend with as well. I suppose a grade separated junction might have been possible in the stretch between Wallace Road and Highbury Grove where the cutting is a bit wider (this is where Canonbury station is sited). Nonetheless it'd be far from an easy task. Anyway, you speak about it being "utterly absurd this wasn't forced through" - well the fact the whole ELLX project has actually happened is amazing enough. Trying to add a very expensive extra such as a grade separated junction here was likely seen as being beyond the realms of the possible. |
Broad Street station
|
Broad Street station
On Wed, 1 Apr 2009 03:57:17 -0700 (PDT)
Mizter T wrote: to the north of the NLL alignment - if ELLX trains were to run up to Canonbury they'd have to cross the NLL passenger and freight tracks on the level, i.e. a massively conflicting movement. Last time I used the NLL I didn't notice trains queuing up on the tracks. More like people queueing up waiting for anything to show up so I can't see how a train once every 10 or 15 minutes or so crossing a few other tracks would cause much if any conflict. Even if the full service couldn't have run as far as finsbury I don't see why a reduced service couldn't have continued from highbury. Surely better than the inevitable sardine situation thats going to happen on the Moorgate and Victoria lines once the northern ELLX opens. Anyway, you speak about it being "utterly absurd this wasn't forced through" - well the fact the whole ELLX project has actually happened is amazing enough. Trying to add a very expensive extra such as a True, it does seem to be one occasion when the tight fisted bean counters at the treasury weren't paying attention for once and this project slipped through. B2003 |
Broad Street station
"Jack Taylor" wrote in message ... tim..... wrote: "zen83237" wrote in message ... And what about the trains that used to come from the Great Northern lines. These were removed before my time. My Baker from the period just before BS was closed, shows this route as not possible at that time. Really? It would still be possible today. Head up the GN, turn left at Finsbury Park, up Canonbury curve, then east down the North London line and branch off at Dalston up to Broad Street. According to my map, the road from Canonbury Curve had no connection to the NLL until beyond Dalston Junction. It could still be like that today (as there is no Dalston Junction to check against) That's why they were proposing Finsbury Park as a terminus for some ELLX services at one time. This line is a complete rebuild (albeit on an old right of way), any suggested service for this new build proves nothing about what was there before tim |
Broad Street station
wrote in message ... On Wed, 1 Apr 2009 03:57:17 -0700 (PDT) Mizter T wrote: to the north of the NLL alignment - if ELLX trains were to run up to Canonbury they'd have to cross the NLL passenger and freight tracks on the level, i.e. a massively conflicting movement. Last time I used the NLL I didn't notice trains queuing up on the tracks. you might not have noticed it, but there are few spare paths. Certainly not enough to "waste" 4 each hour making a conflicting movement tim |
Broad Street station
"tim....." wrote in message ... wrote in message ... Last time I used the NLL I didn't notice trains queuing up on the tracks. you might not have noticed it, but there are few spare paths. Certainly not enough to "waste" 4 each hour making a conflicting movement And of course the situation on the 2010/11 NLL pair of tracks will be somewhat different with 8tph plus freight, whereas now it is 4 tph plus freight on 3 or 4 tracks. Paul S |
Broad Street station
On 1 Apr, 12:38, wrote:
Last time I used the NLL I didn't notice trains queuing up on the tracks. More like people queueing up waiting for anything to show up so I can't see how a train once every 10 or 15 minutes or so crossing a few other tracks would cause much if any conflict. Trains in both directions need to cross each track, so it's 8 timetable slots per hour on each track, and you the gap on each NLL tracks has to occur at the same moment to let the ELL train cross. NLL peak frequency will son be 8 trains per hour in each direction, and I believe freight slots will still be required during peak hours. So that's a massive timetabling and reliability nightmare. Not impossible, but the alternative it had to compete against (and the one they chose) was an ELL that's completely segregated at its northern end, which is going to make it and the NLL much more reliable. (and I can't see it could have been made cross-platform at Finsbury Park, at least not in both directions) Surely better than the inevitable sardine situation thats going to happen on the Moorgate and Victoria lines once the northern ELLX opens. I think you're overestimating its appeal. U |
Broad Street station
On 31 Mar, 12:48, wrote:
Nick Catford seems to have added a shed load more photos of broad street as was. Quite interesting not just for the railway itself but because you can see the slow change in the City as the towers go up during the 70s. If Broad street was still open today would it be a useful way of relieving passenger and train congestion on other lines and termini? I assume when it was demonlished it wasn't serving much useful purpose but then back then the city had less people working in it. Would they be able to get away with demolishing it today? B2003 I've mentioned this idea before elsewhere, but as a tangent for the discussion, what I think would've been a good use of the site would've been to demolish Broad St. (sadly, it was pretty redundant), but to use the site to expand Liverpool Street eastwards, offering more platforms. by using the right of way north and that of the Bishopsgate site, you could have fitted at least another pair of tracks at least to Bethnal Green Junction, giving the WAML route it's own dedicated set of lines and platforms. Running with that idea, with dedicated slow lines to Bethnal Green, resurrecting the old link to the Metropolitan (probably doubling it) could be possible, with the H&C taking over the WAML urban services, further increasing the platforms available for suburban and intercity services both on the WAML and GEML. The tower blocks could then still have been built using the air rights of the station site and right of way, and the site would still have been able to offer a valuable transport service. This would've been much more impractical with Broad Street's old layout due to it's elevation. |
Broad Street station
|
Broad Street station
BTW, I meant westwards, not eastwards ;)
Isn't the problem that Broad St was on a viaduct while Liverpool St is in a cutting? The approaches are also in rather different directions. ....firstly, yes, which is why demolition was required. ....secondly, yes, but for a few hundred metres or so they are both heading north until the eastern line turn east, easily enough for the throat required for the new platforms. |
Broad Street station
On Apr 1, 1:03*pm, "tim....." wrote:
"Jack Taylor" wrote in message ... tim..... wrote: "zen83237" wrote in message .. . And what about the trains that used to come from the Great Northern lines. These were removed before my time. *My Baker from the period just before BS was closed, shows this route as not possible at that time. Really? It would still be possible today. Head up the GN, turn left at Finsbury Park, up Canonbury curve, then east down the North London line and branch off at Dalston up to Broad Street. According to my map, the road from Canonbury Curve had no connection to the NLL until beyond Dalston Junction. It could still be like that today (as there is no Dalston Junction to check against) That's why they were proposing Finsbury Park as a terminus for some ELLX services at one time. This line is a complete rebuild (albeit on an old right of way), any suggested service for this new build proves nothing about what was there before tim My 1975 London's Railways map shows services from Broad Street to Finsbury Park via Dalston Junction. |
Broad Street station
Mizter T wrote:
There is a fundamental issue with this though that many people simply fail to comprehend. IIRC this stretch of the NLL is currently three tracks, but it will become four tracks. The ELLX trains will run on the southern pair of tracks at this point, with the NLL passenger trains and freight on the northern pair. The Canonbury Curve tunnel is to the north of the NLL alignment - if ELLX trains were to run up to Canonbury they'd have to cross the NLL passenger and freight tracks on the level, i.e. a massively conflicting movement. The only way to deal with it would be some sort of grade separated junction to take the ELLX trains over the NLL tracks to the Canonbury curve. That's *far* easier said than done - the NLL alignment here is in a cutting surrounded by housing on both sides, and there's a bridge carrying Highbury Grove to contend with as well. I suppose a grade separated junction might have been possible in the stretch between Wallace Road and Highbury Grove where the cutting is a bit wider (this is where Canonbury station is sited). Nonetheless it'd be far from an easy task. Anyway, you speak about it being "utterly absurd this wasn't forced through" - well the fact the whole ELLX project has actually happened is amazing enough. Trying to add a very expensive extra such as a grade separated junction here was likely seen as being beyond the realms of the possible. I would have liked like the NLL (passenger and freight) to have been diverted between Canonbury and Gospel Oak to run via Finsbury Park, Parkland Walk, Crouch Hill and Upper Holloway. Let the ELL completely take over Canonbury - Camden Road - Gospel Oak. The NLL would be much more useful at Finsbury Park than the ELL, since it would allow eastward and westward connections from the Cambridge trains and Piccadilly Line. But maybe this would put too many trains through Crouch Hill. |
Broad Street station
On 2 Apr, 10:42, Jamie Thompson wrote:
...firstly, yes, which is why demolition was required. Not cutting exactly. The northernmost pair are in actual tunnel (or "covered way" at least) west of Brick Lane. ...secondly, yes, but for a few hundred metres or so they are both heading north until the eastern line turn east, easily enough for the throat required for the new platforms. Only if you demolish an enormous swathe of Shoreditch. And if you're planning to 8 track the line west of Bethnal Green junction (which you probably need to do to have enough trains to need more platforms), there's an enormous amount of digging to do as well. Hence my suggestion of re-using the Bishopsgate Goods Yard viaduct route, which starts at roughly Bethnal Green, and would require far less demolition. You could even have used the original GE19 bridge, and maybe the Braithwaite viaduct, and Broad Street station itself. U |
Broad Street station
On 2 Apr, 13:04, Mr Thant
wrote: Only if you demolish an enormous swathe of Shoreditch. And if you're planning to 8 track the line west of Bethnal Green junction (which you probably need to do to have enough trains to need more platforms), there's an enormous amount of digging to do as well. Here's a quick dump of what I mean: http://maps.google.co.uk/maps/ms?ie=...16ea694c6d0ce2 ....I'm not clear how that entails demolishing a great chunk of Shoreditch? A couple of buildings on the high street, yes, but new shops could be constructed afterwards to replace them on the top of the tunnel. Bear in mind I'm not advocating this now....the point I was making that had this been built in the basement of those skyscrapers when they were being built on Broad Street's still-warm corpse, we could have had both a station and the buildings. Dispose of the GE13 bridge and ramp and you're clear for more tracks to Tapp Street, only a (literal!) stone's throw from Bethnal Green Junction. Hence my suggestion of re-using the Bishopsgate Goods Yard viaduct route, which starts at roughly Bethnal Green, and would require far less demolition. You could even have used the original GE19 bridge, and maybe the Braithwaite viaduct, and Broad Street station itself. An equally valid suggestion that I concluded as well myself at first when I first saw the aerial imagery. Downsides to it are that you would have less additional room for more tracks into as you'd essentially have a big division between the stations and their throats, and and you'd also gain some width from not having the Bishopsgate structure there at all (clearances, etc). You'd also have a two-level station, which would be less convenient than having everything on the level...and finally, you'd not have the massive cash injection BR got from selling the site. My idea may have provided less than what they actually got, but it would still be more than preserving Broad Street. |
Broad Street station
|
Broad Street station
On Apr 2, 6:52*pm, wrote:
In article , (MIG) wrote: My 1975 London's Railways map shows services from Broad Street to Finsbury Park via Dalston Junction. They went when the Northern City was connected to the GN, allowing the services to Moorgate that FCC still run instead of the Broad St services. Indeed, but the tracks were not ripped up as far as I know. |
Broad Street station
|
Broad Street station
On Apr 2, 11:37*pm, wrote:
In article , (MIG) wrote: On Apr 2, 6:52*pm, wrote: In article , (MIG) wrote: My 1975 London's Railways map shows services from Broad Street to Finsbury Park via Dalston Junction. They went when the Northern City was connected to the GN, allowing the services to Moorgate that FCC still run instead of the Broad St services. Indeed, but the tracks were not ripped up as far as I know. Of course not but the need for the Broad St (or the replacement Liverpool St) services was much reduced. I have no opinion on that; just confirming that the physical possibility is neither brand new nor ancient, which seemed to be the question at this point. |
Broad Street station
|
Broad Street station
"Mizter T" wrote...
There is a fundamental issue with this though that many people simply fail to comprehend. IIRC this stretch of the NLL is currently three tracks, but it will become four tracks. The ELLX trains will run on the southern pair of tracks at this point, with the NLL passenger trains and freight on the northern pair. The Canonbury Curve tunnel is to the north of the NLL alignment - if ELLX trains were to run up to Canonbury they'd have to cross the NLL passenger and freight tracks on the level, i.e. a massively conflicting movement. The only way to deal with it would be some sort of grade separated junction to take the ELLX trains over the NLL tracks to the Canonbury curve. That's *far* easier said than done - the NLL alignment here is in a cutting surrounded by housing on both sides, and there's a bridge carrying Highbury Grove to contend with as well. I suppose a grade separated junction might have been possible in the stretch between Wallace Road and Highbury Grove where the cutting is a bit wider (this is where Canonbury station is sited). Nonetheless it'd be far from an easy task. An alternative plan that was floated but never researched in detail (AFAIK) was to extend the DLR to Finsbury Park, using the Canonbury Curve - grade separation for that would have been much cheaper. Such a scheme would be impossible now, as the 'overground' will need all the capacity it can get around there, leaving no room for a DLR track in the area. -- Andrew "She plays the tuba. It is the only instrument capable of imitating a distress call." |
Broad Street station
An alternative plan that was floated but never researched in detail (AFAIK)
was to extend the DLR to Finsbury Park, using the Canonbury Curve - grade separation for that would have been much cheaper. Such a scheme would be impossible now, as the 'overground' will need all the capacity it can get around there, leaving no room for a DLR track in the area. Presumably, that would have extended along the NLL from Stratford? Was there ever any consideration (whether seriously considered or not) to carrying the Jubilee Line along the NLL route when it was being planned? |
| All times are GMT. The time now is 07:13 PM. |
|
Powered by vBulletin®
Copyright ©2000 - 2025, Jelsoft Enterprises Ltd.
Copyright ©2004-2006 LondonBanter.co.uk