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Post by A60stock on Aug 22, 2016 14:14:25 GMT
I read another thread from a few years ago about the changes taking place during the time the JLE was built and from what i understand, 3 major changes took place
1. Jubilee Line platforms were built
2. C2C platforms built
3. District/H&C platforms re-built
Why were the district and h&c platforms rebuilt completely? What was the reason for demolishing the old ones when they would have probably have been fine even for the new station. Just seems like a lot of money and disruption could have been saved? Please correct if i have missed something
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Post by rsdworker on Aug 22, 2016 14:49:30 GMT
the one on north london line (now DLR) was rebuilt but without lift installed (later DLR installed lift in)
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Post by crusty54 on Aug 22, 2016 18:56:06 GMT
Step free access was required for all platforms and better interchange with the other lines.
Improved space was needed on the Underground platforms and for the C2C platforms.
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Post by stapler on Aug 22, 2016 21:09:45 GMT
You have to remember that in the 1950s West Ham Manor Road station, as it was then called, was a very unimportant station, serving a largely industrial area that had been severely bombed, with some council housing designed to serve the industrial premises. Its passenger usage must have been small, and it was run by BR-ER even though the LTS platforms had been removed in the?30s. There was no station at all on the Stratford-N Woolwich line.
Like many stations in East London, its importance now is out of all proportion to what it was 50 years ago....
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Post by superteacher on Aug 22, 2016 21:19:07 GMT
West Ham was very quiet for long periods of the day. For most of the time, all it had was a 5 - 10 min off peak District line service, and an hourly Stratford to North Woolwuch BR service.
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Post by snoggle on Aug 22, 2016 21:20:11 GMT
IIRC the decision to build the C2C platforms came rather late in the day. There had been an enormous amount of debate about the business case for them and I think there was effectively a bit of a "punt" by the then C2C business to fund them. By this time there was no great scope to do anything but the bare minimum in terms of linking in the new C2C platforms to the rest of the station hence the narrow stairs and relatively constrained nature of the concourse level access. I don't know if the C2C plans had any impact of what was designed for the H&C / District platforms but I suspect there was no / little impact.
I suspect if we were starting again today but having the benefit of hindsight (!) then the station arrangements would be somewhat different with rather more access space being provided for the Sub Surface / C2C platforms and possibly having the C2C platforms to the west of the Jubilee Line tracks.
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Post by revupminster on Aug 23, 2016 6:31:40 GMT
West Ham is an interesting story. Built by Mowlam with money by Arnold Hills (owner of West Ham Utd) to serve the clubs new Memorial Grounds stadium. Built with four platforms in anticipation of the four tracking as the District was extended to Barking from Whitechapel. A north curve from the Bromley to Stratford was never built but the kink in the track ready for it is still there north of West Ham. My school used the changing rooms in the old grandstand before it was demolished.
The station was bombed in the second world war and the C2C platforms removed hardly having been used since the first world war. Wikipedia has a good history some of which I wrote using Peter Kay's excellent history books as a source.
The area was always rough and the children even rougher. I worked in the ticket office which was just a portakabin and no money (like Shoreditch) was kept in the office overnight but taken by the booking clerk to Plaistow at night. The last eastbound trains did not stop there once the last westbound had gone.
The area was rough because Newham council housed the can't pay/won't pay tenants in the nearby flats. Savage Gardens in East Ham was another area they were housed. I think they sold to or allowed Barretts to refurbish the flats and teachers were housed in the flats but it did not improve the area. New houses were built in the coal yards which had closed in the 70's. Plans for West Ham to move to the Parcelforce site fell through in part due to concerns about the nearby gasometers even though flats have been built since on the Bromley side. The IRA blew a hole in one of the gasometers but the gas did not ignite.
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Post by christopher125 on Aug 28, 2016 20:37:44 GMT
A north curve from the Bromley to Stratford was never built but the kink in the track ready for it is still there north of West Ham. I'm fascinated by this kind of thing, earthworks and structures for railways never completed - looking at the maps for 1867 and 1893 it seems the structure carrying the northern outfall sewer made provision for this connection, however by 1914 a dogleg allowed this to be used by the pair of tracks now carrying the Jubilee. |
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Post by revupminster on Aug 29, 2016 17:21:19 GMT
The North Woolwich line was a very busy passenger railway as my old chief clerk, inherited from Eastern Region when London Transport took over staffing Bromley by Bow to Upminster Bridge, would testify.
Until the Silvertown Way was built there was no road access except by Manor Way which itself had to traverse many level crossings and lifting bridges over the dock entrances and it justified four tracks; two for goods that followed the river and two passenger tracks that followed the route that became the North London Line.
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