See How They Run: TPftLA: North

Purveyors of Transport Information to the Aristocracy since September 1998

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Index: Tube & Rail, Road & Foot, Air, Others

Tube & national rail

· Camden Town station upgrade
· Chingford Hatch new station
· Elstree & Borehamwood station replacement
· Epping Ongar Railway
· Finsbury Park station upgrade
· Hackney Central / Hackney Downs
· Hadley Parkway new station
· Hale End new station (Walthamstow)
· High Speed Rail to The North
· Napsbury (St Albans) new station
· Northern Line extension from Mill Hill East to Copthall
· Park Plaza (Waltham Cross) new station
· Pickett's Lock new station
· St Albans to Watford railway
· Stansted to St Pancras
· Stratford, Lea Valley Line and trains to Stansted Airport
· Tufnell Park new Silverlink station
· Victoria Line from Seven Sisters to Northumberland Park
· York Road reopening

Road & foot

· A10 widening from the M25 to Hoddesdon
· A406 New Southgate
· A406 Henlys Corner
· A406 Brent Street junction
· Elstree Western Bypass (A5183)
· Enfield one-way system
· Finsbury Park pedestrianisation
· Leyton Relief Road
· M25 Northeast Quadrant
· M25 widening between South Mimms and Waltham Abbey
· Muswell Hill Broadway closure
· Northern Gateway Access Road
· North Finchley pedestrianisation
· Shoreditch one-way system
· Tottenham Gyratory
· Waltham Abbey PERME Link


· Stansted Airport enlargement and M11 junction

Others (Bus Stations &
Intermediate Modes)

· Alexandra Palace Station bus terminus
· Central Hertfordshire Passenger Transport System
· Edmonton Green Bus Station
· Haringey Intermediate modes
· Pickett's Lock express bus to Tottenham Hale
· Tottenham Hale coach station
· Tottenham Hale Minitram
· Turnpike Lane Bus Station
· Waltham Cross Bus Station
· Walthamstow interchange improvements


Modification date

Finsbury Park station upgrade

2001 Nov 28 up

  • A £22m scheme to improve access to all platforms, particularly interchange with the WAGN platforms
  • Step-free access will be provided to all platforms via lifts, and automatic ticket gates will combat the high fraud levels
  • In July 1998, Islington Council stated that Phase 1 is to be completed by April 2000, but that agreement with Railtrack is necessary for Phase 2
  • Rumoured to have been delayed by the Jubilee Line Extension absorbing a lot of London Underground's money
  • In early 2001, Railtrack planned to increase the number of platforms within 4 years
  • In March 2001, the Strategic Rail Authority stated that the scheme was "being studied" with a view to completion within 1-4 years
  • In September 2001, it was rumoured that the work might start in 2004

Under Construction Stansted Airport enlargement and M11 junction

2001 Sep 17 up

  • The M11 Stansted Junction Improvement has an official website
  • In the year to August 1997, Stansted Airport handled 6.2m passengers per annum, making it the 6th busiest UK airport: 20% annual growth was expected to make it the 4th biggest in the year to August 1999
  • By July 1998, BAA had received outline planning permission for enlarging the airport to handle 15m passengers per annum, and intended to submit a detailed planning request
  • In March 1999, detailed planning consent was received
  • In June 1999, the government backed plans to handle 15m passengers per annum by 2006
  • In March 2000, the Highways Agency (telephone +44 (0)345 504030) issued an Environmental Statement (£20) and non-technical summary (free) concerning the construction of two extra sliproads at M11 junction 8. These would allow airport traffic to and from London to pass beneath the large roundabout over the M11, and over the Priory Wood Roundabout (the first roundabout in the Stansted complex). Traffic between the southern M11 and the eastern A120 would also use the new sliproads after the A120 new alignment is built between Braintree and Stansted Airport. Construction of the new £100m A120 was expected to take 18-24 months between 2001 and 2003, and the sliproads would be constructed at the same time
  • In June 2000, Uttlesford councillors supported the new sliproads. The work would be subject to approval by the Highways Agency. The cost of the new sliproads was given as £43m. Government approval was due in Autumn 2000
  • In the year to September 2000, passengers numbers increased by 30% to 11m per annum (for comparison, Heathrow and Gatwick passenger numbers both rose by 3½% in the same period to 63m and 31m per annum respectively)
  • In February 2001, Essex Council were reported to be alarmed over plans to increase the numbers of Stansted air passengers to 25 million per year
  • On 6th July 2001, work started on the new sliproads. The airport-bound sliproad was expected to open in approximately late June 2002, with all work finished by late September 2002
  • In August 2001, BAA submitted a planning application for enhancements to allow 25 million passengers per year

Open Leyton Relief Road

2001 Sep 17 up

  • This road connects Ruckholt Road with Lea Bridge Road, running on the east side of the Stratford to Tottenham Hale railway, extending northward to an industrial estate
  • By September 1999, construction was under way at the Lea Bridge Road end, but not at the Ruckholt Road end
  • The entire scheme was due to be completed by March 2000
  • In June 2000, construction appeared to be complete from the northern end to a few dozen metres north of Ruckholt Road. The section from Lea Bridge Road northward to the industrial estate was open to vehicles. Eyewitness accounts suggest that all work has mysteriously ceased: no start had been made on the Ruckholt Road junction
  • In July 2000, Waltham Forest Council stated that the road will open to Ruckholt Road by Spring 2001
  • In September 2000, nothing had changed since June 2000
  • By March 2001, work had restarted
  • On 16th August 2001, the road opened in its entirety

Shoreditch one-way system

2001 Sep 17 up

  • In 1997, a study demonstrated that Great Eastern Street and Shoreditch High Street could revert to two-way operation without adverse impact on traffic
  • In July 1999, Hackney Council stated that in addition to abolishing the one-way system, the conversion of part of Old Street (between Great Eastern Street and Shoreditch High Street) and Curtain Road to bus-and-cycle only was "being assessed". A bid for £2.6m funding spread over 2001-3 was made
  • In June 2001, Transport for London and Mouchel Consulting were reported to be planning a public consultation. Construction work might last for 9 months from early 2002. The bill for the project was reported to be £5m

Tufnell Park new Silverlink station

2001 Sep 17 up

  • Between Gospel Oak and Upper Holloway stations, the Gospel Oak to Barking line passes near Tufnell Park Northern Line station without stopping (streetmap and aerial photo)
  • The previous station here on this line was closed in 1943. Interchange between this line and the Northern Line would have been performed at Kentish Town until the late 1970s (or early 1980s?), when this line was diverted away from Kentish Town to serve Gospel Oak instead, leaving no interchange between this line and the Northern Line
  • In July 1998, Islington Council stated that an accessible station on Junction Road had been designed, and that their bids for government funding in 1995/6 and 1996/7 had been unsuccessful. Now that the line was receiving new(er) rolling stock and station refurbishments, Islington Council planned to make a bid for £0.5m in the 2000/01 financial year (see below)
  • Interchange with the Northern Line would probably be via the street
  • In July 1999, Islington Council reneged on their earlier intention to make a bid for £0.5m in the 2000/01 financial year, and stated that a more rigorous assessment of demand was needed
  • In approximately September 1999, the government stated that they had no plan for a station here
  • In September 1999, Silverlink committed itself to discussing the feasibility of the proposal. Railtrack (who would build the station and lease it to Silverlink) have not commented. [Thanks to Robin Cox for this information]
  • In mid 2000, Railtrack stated that the station was a council aspiration but not a Railtrack aspiration
  • In May 2001, Railtrack stated that the station "may go ahead, subject to external funding"

Under Construction Epping Ongar Railway

2001 Sep 17 up

  • For Epping-Ongar Railway Ltd customer services telephone +44 (0)1277 366616
  • Planning issues for the line are dealt with by Epping Forest Council's Ralph Bintley: telephone +44 (0)1992 564109
  • In September 1994, London Underground closed the line as uneconomic
  • In 1998, London Underground sold the line to Pilot Developments Limited in a deal which included a guarantee of passenger service by October 1, 2000. The line will serve Epping, North Weald and Ongar: Blake Hall, which closed in October 1981, will remain closed
  • Ongar Railway Preservation Society, whose bid to buy the railway had failed, had planned to run tube-gauge trains between Epping and Ongar and steam trains between Ongar and North Weald. This was because the bridge that carried the M11 over the track between Epping and North Weald was too low for anything except tube trains
  • In October 1999, the chairman of Epping-Ongar Railway Ltd (the new name for Pilot) predicted that trains would run again by Easter 2000. The lowering of the track at the M11 bridge to allow passage of mainline-gauge trains was complete and test trains were regularly using the track
  • In approximately November 1999, Pilot applied for planning permission for a temporary platform at Kendal Avenue, Epping
  • In February 2000, Essex Council's train and bus timetable booklet included the following information on dates, times and fares:
    • Days of operation:
      • Every Saturday and Sunday from 8th April 2000 to 7th January 2001
      • Daily from Saturday 8th April 2000 to Tuesday 2nd May 2000
      • Daily from Saturday 20th May 2000 to Sunday 4th June 2000
      • Daily from Saturday 8th July 2000 to Sunday 10th September 2000
      • Daily from Saturday 21st Oct 2000 to Sunday 6th November 2000 (The November date is clearly wrong!)
      • Daily from Saturday 16th December 2000 to Sunday 7th January 2001
    • Timetable:










      North Weald









      Epping Glade (no passenger access)







      Epping Glade (no passenger access)






      North Weald


















    • Flat fare for day ticket giving unlimited travel: Adult £2, Child or OAP £1
    • Epping Glade is a short walk from Epping Central Line station. Note that for the immediate future, Epping Glade has no platform or public access and is merely a turning point where passengers can neither board nor alight.
  • In March 2000, an Ongar newspaper stated that service would not start on 8th April. An island platform at Epping was mentioned
  • On 29th April 2000, the Ongar Observer stated "Epping Ongar Railway Ltd [...] say that Her Majesty's Railway Inspector has been to see the line and has given the all clear to run commercial trains. EOR hope to have a limited service running [from Ongar] to North Weald in June. They are in dialogue with London Underground about the interchange at Epping and are looking at the most cost effective way of producing a viable plan"
  • In June 2000, EOR stated that it was “getting tough” for the company to comply with the 1st October 2000 commuter service deadline, and that if that did not happen a heritage railway would be launched. Ongar Railway Preservation Society, which had competed against EOR to buy the railway from London Underground, offered to invest £0.45m in an Epping interchange in return for a 33% share in the railway, or to buy the railway in its entirety. EOR angrily refused and Epping Forest Council offered to mediate
  • In July 2000, EOR announced the laying off of staff and the mothballing of the line until the end of 2000
  • In October 2000, Private Eye revealed that if EOR did not run a commuter service by the new deadline of 1st December 2000 they would have to sell the track back to the government for £0.25m. Since they bought the track plus some surplus land at Ongar for £0.34m, and they will be able to keep the surplus land which is worth more than £1m, failure to meet their contractual obligation to run trains will be substantially rewarded
  • In October 2000, EOR hoped for the deadline to be extended to 2001 so that they could build a platform on the north side of the overbridge by Epping station and build a walkway to the Central Line station
  • On 30th October 2000, EOR advised London Underground that the line would not be developed for commuter use. EOR invited LUL to serve an order for the trackbed to be offered for sale to Essex County Council, Epping Forest District Council and London Underground
  • In November 2000, local MPs referred London Underground's 1998 sale of the line to Pilot (later renamed EOR) to the National Audit Office. EOR still intended to run a leisure rail service between Ongar and Stonards Hill (near Epping) originally with diesel and "gradually we will add steam", possibly running special trains for Christmas 2000. EOR said "We've got £0.75m invested in the track itself and [we're] not just going to let it rot". EOR revealed plans for a Park + Ride bus service to Epping using goods yards at North Weald and Ongar as car parks
  • In January 2001, Epping Forest District Council were trying to buy the line, and hoping to subsequently buy the stations and platforms from EOR. EOR published a leaflet promising train services in 2001 and urging people to become Friends Of Epping Ongar Railway
  • In March 2001, Epping Forest Council was erroneously reported to have bought the line. Essex County Council were said to be the most likely purchasers, as the strategic transport authority in the area
  • By May 2001, the pedestrian level crossing at North Weald station was open and adorned with signposts warning people to beware of trains: stiles had been constructed to take people into and out of the grounds of the former station. The level crossing provided the perfect opportunity to take photos of the line, platform and trackless second platform
  • In June 2001, rumours that trains would run on the day of the North Weald Bus Rally turned out to be false
  • Editor's note : the usual attempts to weed out rogue information have been made, but so much conflicting information has surrounded this scheme that everything said about it both here and in other media should be taken with a pinch of salt

Stratford, Lea Valley Line and trains to Stansted Airport

2001 Sep 17 up

  • In 1992, the line from Stratford to Tottenham via Lea Bridge lost regular service
  • In May 1998, stopping services from Liverpool Street to Stansted Airport were introduced
  • In the year to August 1998, 31% of Stansted air passengers used public transport to and from the airport, with 24% of all Stansted air passengers using the Stansted Skytrain
  • In January 1999 it was announced that WAGN planned to run 4 trains per hour from Liverpool Street to Stansted, starting in September 1999 (see below), and that further enhancements were planned to be introduced by 2005
  • 3518 in September 1999 - "[The 4tph service to Stansted is] delayed as far as I know, awaiting the refurbishment of the 8 class 317/1s. When this is done, it should happen. I would say that [a start date of] Summer 2000 is probably about right. But with stock shortages the way they are at the moment, it could be later"
  • In early 1998, a London Transport marketing study into a £5m scheme for trains from Stratford to Tottenham Hale and Stratford to Chingford was completed
  • In July 1998, Waltham Forest Council were negotiating with Railtrack over the rebuilding of the Hall Farm Curve (between St James' Street and Lea Bridge), in order to allow 2 trains per hour between Chingford and Stratford
  • Barry Salter in March 1999 - "What I heard was that the stopping services between Liverpool Street and Stansted would be diverted to run via Stratford (Platforms 11/12) and thence past Temple Mills and Lea Bridge to join the Lea Valley Line at Coppermill [North] Junction. This would, however, require upgrading the track between Stratford and the junction, as it's currently severely restricted. As for the [start] date, it's most likely to be the Winter 2000 timetable change"
  • By July 1999, Lea Valley Regional Park had stated that a detailed design for a reopened Lea Bridge station would be drawn up at some point between 2000 and 2005, and a submission for OPRAF Rail Passenger Partnership funds for an Enfield Town - Stratford service would be made in the same period (the service will presumably be frequent, rather than the existing one southbound train per weekday)
  • In November 1999, Waltham Forest Council were negotiating with Railtrack over the rebuilding of Lea Bridge station
  • In March 2000, Railtrack were considering the building of a third track between Cheshunt and Broxbourne (presumably between the junctions rather than the stations) in order to allow 4 Stansted trains per hour during the peak as well as the off-peak: in June 2000 an opening date of 2004/5 was rumoured
  • In March 2000, Railtrack gave 2006 as a possible start date for trains between Enfield Town and Stratford (see below)
  • In mid 2000, Railtrack stated that Lea Bridge station was a council aspiration but not a Railtrack aspiration
  • In July 2000, Haringey Council stated that WAGN intended to start services between Stratford and Enfield Town/Cheshunt in 2004. The "favoured option" for service on the Hall Farm Curve is for the North London Line to run between Richmond and Chingford via Stratford, with the DLR taking over the North London Line south of Stratford. (Editor's note: with the track through Lea Bridge in its current condition, expected journey times from Walthamstow Central via this route would be approx 28 minutes to Hackney Central and 35 minutes to Highbury & Islington. These compare with current journey times from Walthamstow Central of 8 minutes to Hackney Downs via WAGN, or 13 minutes to Highbury & Islington via the Victoria Line.)
  • In July 2000, Waltham Forest Council stated that a bid for funding for Lea Bridge station, services between Stratford and Chingford and services between Stratford and Enfield Town had been turned down. Lea Bridge station was costed at £1.7m, and reinstatement of the Hall Farm Curve was costed at £2.5m
  • In July 2000, Haringey Council stated that service on the Lea Valley Line to Stratford was among the items being evaluated by the steering committee which would deliver a transport plan for the 2005 World Athletics Championships at Pickett's Lock
  • In late 2000, South Tottenham was due to be rebuilt with shorter platforms. WAGN were said to be objecting to the shortening because they hoped to start calling there when the Enfield Town - Stratford service goes all-day
  • In January 2001, London's Mayor described "improved rail services within the Lee Valley, linking the regeneration areas of north London to Stratford" as a key transport priority
  • In March 2001, the Strategic Rail Authority stated that construction within 4 years of more tracks on the Lea Valley route and a flyover at Coppermill North Junction (where Tottenham Hale services to Stratford split from Tottenham Hale services to Clapton) was being considered

High Speed Rail to The North

2001 Sep 17 up

  • In May 2000, the Strategic Rail Authority initiated study of a new high speed link from London to Northern England and Scotland
  • In December 2000, the Strategic Rail Authority were asking Virgin Trains to reconsider building a high speed line on the Peterborough / Doncaster alignment and to build it on the M1 / Midland Mainline alignment instead. The SRA's line would head north along the M1, passing the outskirts of Luton, (possibly Milton Keynes), Rugby, Leicester, Nottingham / Derby, and Chesterfield. North of Chesterfield, possibly at Beighton, the line would split, one heading west to Sheffield, then via either Woodhead or Hope Valley to Manchester, where one line would head to Liverpool, the other to Bolton/Wigan, Preston, up the WCML to either Edinburgh / Glasgow. The other line from Beighton would head towards Rotherham, with an M1/Supertram Parkway at Catcliffe, via Rotherham towards Moorthorpe, where again the line could split either towards Leeds and the West Yorkshire conurbation, or head up the ECML towards Tyne and Wear
  • In January 2001, the Strategic Rail Authority announced that it was commissioning a detailed study into the feasibility of building "the fastest railway in Europe". The 225mph route might allow trains from London to reach Manchester or Leeds in 1½ hours, Newcastle in 2 hours and Edinburgh in less than 3 hours. A report by the end of March 2002 would choose the route and destinations. It would be more than a decade until the line opened
  • In August 2001, the Strategic Rail Authority appointed WS Atkins to perform a feasibilty study at a cost of £1.3m

Camden Town station upgrade

2001 Sep 17 up

  • Dangerous overcrowding has caused entrance to Camden Town station to be barred at certain times on Sundays. Interchange and exit are unaffected
  • In August 1998, a background document on all transport in Camden Town became available from Camden Town Hall in St Pancras
  • A public consultation on rebuilding Camden Town with a larger ticket hall and wheelchair access to the existing platforms was due to start in Autumn 1998: a delay caused by the government meant that the start of this 6-month process was initially put back to February 1999, but by February 1999 the start had been further put back to late 1999
  • In March 1999, a proposal to develop Camden Market was given planning permission, even though London Underground were hoping to compulsorily purchase the market for inclusion in the enlarged station
  • In September 2000, London Underground's project was approved by the Transport for London board
  • In October 2000, London Underground gave the cost as £70m. Interchange between different Northern Line branches would become easier and quicker. A request for planning permission was expected later in 2000. A Transport & Works Act Order was expected in 2001 and construction was expected to start by late 2003 and last about 5 years
  • By late 2000, there had been no plans to improve interchange with Camden Road (served by Silverlink North London Line trains and soon to be served by the Extended East London Line)
  • In December 2000, London Underground published a booklet about the scheme and applied to Camden Council for planning permission and conservation area consent. The new station would ease access from the street to the platforms and also between the platforms. The station would remain open throughout the construction, with the help of a temporary entrance on the corner of Camden High Street and Buck Street. The development above the station, which would finance the construction of the new station, would include large retail units, a multi-screen cinema, restaurant, residences and offices, but no market-type properties to replace the demolished Camden Market. The Electric Ballroom, a venue which has held concerts by local band Madness and many others, was due for demolition. A Transport & Works Act order was expected in 2001
  • In early January 2001, planning permission was expected to be granted in mid January 2001
  • In mid 2001, London Underground stated that plans would be rethought after objections from London's Mayor, and an imminent exhibition of plans would be postponed
  • The new station was designed by Jestico+Whiles
  • LURS are expected to hold a talk on the Camden Town Redevelopment Scheme on 11th December 2001
  • Contact:
    The Consultation Manager
    Camden Town Station redevelopment
    London Underground Ltd
    Townsend House
    Greycoat Place
    London SW1P 1BL
    Tel: +44 (0)20 7918 4104
    Fax: +44 (0)20 7976 6563

Pickett's Lock new station

2001 Sep 17 up

  • According to the Enfield Gazette, plans for a station between Angel Road and Ponders End stations arose in 1996 but were blocked by Charlton Road residents
  • In July 1999, Enfield Council stated that a station at Pickett's Lock Lane was proposed. No timescale was given
  • In March 2000, hopes for a station rose (although nothing was certain) as Pickett's Lock was chosen as the venue for the 2005 World Athletics Championships, and as Britain's possible candidate for the 2012 Olympics. Tottenham Hotspur FC and Enfield FC also expressed interested in using the new stadium
  • In July 2000, Haringey Council stated that a new station at Pickett's Lock was among the items being evaluated by the steering committee which would deliver a transport plan for the 2005 World Athletics Championships
  • In November 2000, funding for the new stadium was said to be uncertain and the possibility of the 2005 World Athletics Championships being taken away from Britain and awarded to another country was raised
  • In March 2001, a Lea Valley Regional Park source suggested that the station was unlikely to be built before the 2005 championships
  • In June 2001, it was reported that the station would cost up to £50m (Editor's note: I can't comment on the accuracy of this extraordinarily large sum, especially since this area is already earmarked for resignalling)
  • For information about the stadium, telephone +44 (0)1992 702200 or e-mail

A406 Brent Street junction

2001 Apr 01 up

  • In November 1989, the £16m plan was to lower the North Circular to pass under the A502 without interchange. Coaches travelling between Golders Green and the M1 would have to divert via Henlys Corner and the Great North Way
  • By January 1991, the plan had changed to putting the A406 for 150 metres east of the A502 in a new tunnel, and putting a new park on top
  • In 1997, the scheme was shelved in the roads review
  • In July 2000, Enfield Council stated that although the project was shelved, it was so advanced that cancellation would require a revocation order and possible public inquiry
  • In March 2001, a significant number of properties on both sides of the North Circular between the A41 and Brent Street remained bricked up

Open Turnpike Lane Bus Station

2001 Apr 01 up

  • In early 2001, the enlarged bus station was opened

Open Waltham Cross Bus Station

2001 Apr 01 up

  • In July 1999, Hertfordshire Council stated that a £1.2m enlargement was due to start in Summer 1999
  • In early 2001, the enlarged bus station was opened

Central Hertfordshire Passenger Transport System

2001 Apr 01 up

  • From Watford to Hatfield via St Albans, this 24km scheme would have involved 100-seater rubber-tyred guided vehicles made by Bombardier
  • Starting at Watford High Street Station, the alignment would have run along High Street and Clarendon Road to Watford Junction
  • Peter Lawrence in February 1999 - "It then joins the Watford to St Albans railway trackbed. The trams(?) would continue to Hatfield on the roads, not the old railway line, serving the ex-BAe airfield (now industrial estate), Herts University, Hatfield Centre and Hatfield station"
  • Possible extensions were given as Welwyn, Hertford, Leavesden, Bushey and Rickmansworth
  • Studies performed for Hertfordshire Council in 1997/8 showed that the scheme was financially viable and was "required" to assist the redevelopment of the BAe site in Hatfield
  • In early 1999, consultants Ove Arup reported to Hertfordshire Council that the rubber-tyre based scheme is a "cheap second-best option" and that a £145m light rail scheme is preferable. The council felt that this was too expensive to get government support and was opting for the rubber-tyre solution
  • Paul Embleton in October 1999 - "The current proposal is for a GLT system: Guided Light Transit - due to go out to public consultation in Jan/Feb 2000 - with seven key interchanges: Hatfield station, town centre & University <-> St Albans City station and centre <-> Watford Junction, centre & High St station (where it would again provide interchange with the Metropolitan line...). Comprising a rubber-tyred, 2 or 3 section articulated electrically powered vehicle, guided by a single rail, this scheme would be less costly and less intrusive in the town centres; motive power would be delivered via overhead cable or onboard generator, the latter less environmentally intrusive. The scheme would need capital investment and would ultimately be self-funding with the benefit of up to 10% reduction in road usage based on a projected frequency of 15 minutes, at a current estimated total cost of £100 million. The current 'Abbey Flyer' Watford-St Albans Abbey station service gives a 45 min frequency, has c.600 users and acts mainly as a feeder to Watford Junction. This service stops mid evening, despite continual representations, hence it is of little leisure use and fails to meet the existing demand. The GLT scheme would utilise the existing St Albans-Watford track pathway only: the rails would be lifted and a single guide laid"
  • Peter Lawrence in December 1999 - "Hertfordshire County Council have abandoned the plan for a Central Herts Transportation System. Instead they plan to press for doubling the Watford - St Albans train service frequency, with through trains to Euston. Improved bus services will cover the remainder, i.e. Watford Centre - Junction and St Albans - Hatfield"
  • Paul Embleton in November 2000 - "[In 2000], even after having been instructed by the government in December [1999] to drop the guided busway scheme for the St. Albans spur and not to consider it for a period of five years, Hertfordshire County Council still went out to public consultation on the guided busway. That exercise may yet pass under the District Auditors' scrutiny"

Chingford Hatch new station

2001 Apr 01 up

  • Between Chingford and Highams Park stations, on New Road
  • In July 1998, described as "proposed" by Waltham Forest Council
  • In July 2000, described as an "aspiration" by Waltham Forest Council

Hale End new station (Walthamstow)

2001 Apr 01 up

  • Between Wood Street and Highams Park stations, between Railway Terrace and Forest View Road
  • In July 1998, described as "proposed" by Waltham Forest Council
  • In July 2000, described as an "aspiration" by Waltham Forest Council

Walthamstow interchange improvements

2001 Apr 01 up

  • By July 1998, a developer had submitted an outline proposal for a scheme costing more than £20m to be completed by 2002
  • In March 2001, a Waltham Forest Council source stated that the earlier plan to relocate the bus station south of the WAGN railway had been withdrawn, and that the present bus station would be enlarged instead. A new direct walking route between Walthamstow Central and Walthamstow Queens Road stations would be implemented during 2002

Alexandra Palace Station bus terminus

2001 Apr 01 up

  • In November 2000, a bus terminus was planned opposite Alexandra Palace station, as part of a plan to build a 1000-student hall of residence

Elstree & Borehamwood station replacement

2001 Apr 01 up

  • In March 2000, Railtrack was granted planning permission to build a new £0.6m station to the south of the existing one. The plan also involves the construction of offices on the site of the present station, which will be sold to finance the project. Note that the new station will not be wheelchair-accessible, due to Railtrack's claim that this would increase the bill by £1m
  • In January 2001, councillors criticised Railtrack for not starting work on the new station, but Railtrack hoped that the station would still be complete by July 2001

Stansted to St Pancras

2001 Apr 01 up

  • A train service between Stansted and St Pancras would require restoration of connections between Kentish Town and Upper Holloway and between South Tottenham and Tottenham Hale. An electric service would also require electrification of the track between Upper Holloway and South Tottenham
  • An electric rail service was previously considered as part of Thameslink 2000
  • In 1999, BAA believed that a Stansted-St Pancras service would happen in "the next 10 to 15 years"
  • In mid 2000, BAA Stansted wished "to identify the scope for a direct service into St Pancras via South Tottenham and Kentish Town"

Edmonton Green Bus Station

2000 Dec 03 up

  • In July 2000, Enfield Council stated that the proposed new bus station would cost £2.5m, and improved links between the bus station and the train station would cost £0.5m. The train station would be refurbished at a cost of £0.75m, and the existing footbridge north of the roundabout would be demolished at a cost of £0.04m (forty thousand pounds!). Bids for funding were planned for the years 2001-5

M25 widening between South Mimms and Waltham Abbey

2000 Dec 03 up

  • In July 1999, Enfield Council stated that widening the M25 between Junction 23 and Junction 26 was in the Highways Agency's longer-term programme. The current proposal would make the possibility of a direct link between Mollison Avenue and the M25 even more remote: but increasing capacity on this part of the M25 would reduce the likelihood of such a link being used as an alternative when the M25 is congested
  • In July 2000, Enfield Council restated the July 1999 position

A406 New Southgate

2000 Dec 03 up

  • In 1987, a plan to build a new 6-lane dual carriageway between Green Lanes and Bounds Green Road was announced. Grade separated junctions at Green Lanes and Bounds Green Road would allow cars to travel between Finchley and Barking without meeting any traffic lights or roundabouts
  • In 1995, the (Conservative) government stated that the scheme would be reviewed with a view to implementing "potential smaller scale improvements"
  • In Autumn 1997, the (Labour) government mentioned the scheme in a document, but gave no timescale
  • A large number (hundreds?) of houses were compulsorily purchased in the 1980s and have remained bricked up ever since
  • In July 2000, Enfield Council stated that the 6-lane dual carriageway plan had not progressed as far as some of the other North Circular improvement projects and could easily be cancelled. However, formal cancellation of the scheme would necessitate the Highways Agency selling off the houses which it had bought, depriving Enfield Council of some properties which it was using for temporary housing

A406 Henlys Corner

2000 Dec 03 up

  • The scheme involved a dual underpass carrying A406 traffic in both directions beneath all three junctions (A1, A598 and A1). A tunnel from the eastbound A1 would pass under the western junction and merge underground with the tunnel to the eastbound A406. A right-hand branch off the westbound tunnel would rise to the western junction, allowing traffic from the westbound A406 to the westbound A1 to avoid the eastern and central junctions
  • Preparatory work (moving sewers etc.) was carried out behind hoardings on one corner of the junction with the A598
  • In 1997, the scheme was shelved in the roads review
  • In July 1999, an area of what used to be green space was still surrounded by hoardings
  • In July 2000, Enfield Council stated that although the project was shelved, it was so advanced that cancellation would require a revocation order and possible public inquiry

Pickett's Lock express bus to Tottenham Hale

2000 Dec 03 up

  • In July 2000, Haringey Council stated that an express bus between Pickett's Lock and Tottenham Hale was among the items being evaluated by the steering committee which would deliver a transport plan for the 2005 World Athletics Championships

Muswell Hill Broadway closure

2000 Dec 03 up

  • In July 1999, Haringey Council stated that the closure of Muswell Hill Broadway to all traffic except buses and cycles was "being considered"
  • In July 2000, Haringey Council restated the July 1999 position

Tottenham Hale coach station

2000 Dec 03 up

  • In July 1998, Haringey Council stated that a proposed coach station with coaches to the North, East and particularly Stansted Airport was being considered
  • In July 1999, Haringey Council restated the July 1998 position
  • In July 2000, Haringey Council restated the July 1998 position

Victoria Line from Seven Sisters to Northumberland Park

2000 Dec 03 up

  • The Victoria Line depot is at Northumberland Park, connected by a twin-track line to a flying junction at Seven Sisters
  • In the mid 1990s, Haringey Council commissioned a study which concluded that the benefits of opening a station at Northumberland Park wouldn't cover the £17m cost quoted by London Underground
  • In July 2000, Haringey Council believed that the price could be brought down, and stated that they would bid for £5.1m for the financial years 2001-5
  • In July 2000, Haringey Council stated that extending the Victoria Line to Northumberland Park (and no further) was among the items being evaluated by the steering committee which would deliver a transport plan for the 2005 World Athletics Championships at Pickett's Lock

Tottenham Gyratory

2000 Dec 03 up

  • The plan is for Monument Way, Broad Lane and the section of Tottenham High Road between them to revert to two-way operation. The Hale would become one-way northbound. Broad Lane would have a bus-only section between Cunningham Road and Markfield Road. The High Cross monument (one of the historic Eleanor Crosses) would have to be moved
  • In July 1999, Haringey Council stated that bids for £5m would be made over the years 2000-4, and that London Transport Buses did not support the scheme
  • In July 2000, Haringey Council bid for funding again

St Albans to Watford railway

2000 Dec 03 up

  • There was a plan to use diesel Class 150 Sprinters on the electrified Watford Junction to St Albans Abbey line: this was because there was a shortage of electric trains on the North London Line. By October 1999, replacement of certain components on the North London Line's fleet had decreased the amount of time that the trains were out of order, so that there was no longer a need to take an electric train away from the Abbey Flier
  • In October 1999, Silverlink were considering combining certain morning peak St Albans to Watford Junction services with Silverlink County services from Watford Junction to Euston (not the all-stops services). This would require a signalling upgrade on the connecting line at Watford, and might be running by the end of 2002. Discussion of all-day services between St Albans Abbey and Euston, Clapham Junction or Southwest London will form part of Silverlink's franchise extension negotiation
  • In December 1999, Hertfordshire Council stated an intention to press for a doubling of frequency (requiring reinstatement of the Bricket Wood passing loop on the single track line) and though services to London
  • In March 2000, Railtrack hinted at services from Heathrow to Watford, St Albans, Birmingham and Manchester, and that a grade separated junction or new tracks in the Willesden Junction area would facilitate operation: no guarantees or dates were given
  • In May 2000, an initial application from Hertfordshire Council, Silverlink and Railtrack to seek government funding for a passing loop and second platform at Bricket Wood was due to be submitted in Summer 2000 (see below). If successful, a full bid with costings would be prepared
  • See also Central Herts Passenger Transport
  • In October 2000, Silverlink proposed 3 trains per hour in the peak, 2 trains per hour off-peak with an earlier start and later finish. The increased frequency would require a passing loop and wheelchair-accessible second platform at Bricket Wood, and signalling on a line which currently has none at a total cost of £6m (not including rolling stock). Silverlink planned a preliminary bid for funding by the end of 2000, with a full bid by June 2001: they hoped to have the scheme open by 2003
  • In October 2000, Silverlink hoped for through running by 2002-2005: Railtrack had been quoted £4m (see below) for signalling work and believed that was not good value for money
  • In October 2000, Railtrack were said to be working on a proposal to cut the line by 400 metres and to redevelop the current Abbey station site, and preparing to approach "the council" by the end of 2000
  • By November 2000, Railtrack's quote for signalling work to allow through running had been revised from £4m to £1.5m

M25 Northeast Quadrant

2000 Oct 06 up

  • In July 1999, Hertfordshire Council stated that the DETR's widening plan for the "M25 Northeast Quadrant" was abandoned
  • In July 2000, the government stated that a climbing lane would be built between J27 and J28 by March 2002

Park Plaza (Waltham Cross) new station

2000 Oct 06 up

  • In July 1998, Hertfordshire Council were investigating the possibility of a new station between Turkey Street and Theobalds Grove stations, to serve the Park Plaza business development which is on the north side of Park Lane. No station name was given
  • In July 1999, Hertfordshire Council seemed to be no longer mentioning the scheme
  • In mid 2000, Railtrack's list of proposed stations did not include this

Napsbury (St Albans) new station

2000 Oct 06 up

  • In July 1998, Hertfordshire Council were investigating the possibility of a new station between Radlett and St Albans stations, to serve the Napsbury housing development on the grounds of a closed hospital
  • In July 1999, Hertfordshire Council were still mentioning the scheme, but no dates or costs were given
  • In mid 2000, Railtrack's list of proposed stations did not include this

Hadley Parkway new station

2000 Oct 06 up

  • GNER (Great North Eastern Railway) wants to build a station in the Green Belt between Hadley Wood and Potters Bar stations
  • In January 1999, residents and all three local MPs opposed the plan. It was not supported by Hertsmere or Herts councils
  • In November 1999, the station formed part of GNER's plan for a franchise extension: GNER expected a reply from the Strategic Rail Authority by Christmas 1999
  • In mid 2000, Railtrack's list of proposed stations did not include this

Enfield one-way system

2000 Oct 06 up

  • There is a proposal to close Sydney Road north of Cecil Road and extend Palace Gardens shopping centre onto its alignment. Various options exist for reshaping the one-way system after Sydney Road's closure
  • In July 1999, Enfield Council's preferred option was to extend Genotin Road southward to the Cecil Road / London Road junction, and to make this Genotin Road Link southbound only so that what is now the southbound-only part of London Road could become northbound only
  • In July 1999, London Transport wanted Church Street to become a two-way bus-only road, with Cecil Road becoming a two-way road for all other traffic. Enfield Council opposed, stating that running 80 buses per hour on Church Street "will not meet the aspiration of the council in terms of pedestrianisation"
  • In June 2000, developer Laing submitted proposals to transform the town centre by 2003. In the short term, Church Street would be one way eastbound for buses and emergency vehicles and Cecil Road would be two way east of Sarnesfield Road. In the long term, the one way system on Church Street and Cecil Road would be restored, and Genotin Road, London Road and Southbury Road would form a clockwise one way loop with a southbound contraflow bus lane on London Road

Tottenham Hale Minitram

2000 Jun 06 up

  • A feasibility study for a Minitram leading from the former Greater London Supplies depot, just east of Tottenham Hale station, was planned to be completed by 2000
  • The scheme would involve Minitram Systems Limited (not Parry People Movers)
  • In July 1999, Lea Valley Regional Park gave the total cost of the scheme as £3m

North Finchley pedestrianisation

2000 Jun 06 up

  • The pedestrianisation of the part of Nether Street between Ballards Lane and High Road North Finchley is complete
  • The second phase of the plan would involve pedestrianising the part of Ballards Lane that forms the west side of the one-way system. The east and south sides (High Road North Finchley and Kingsway) would become two-way

Finsbury Park pedestrianisation

2000 Jun 06 up

  • Phase 1 of the "Walking Demonstration Project", for which a funding bid has been submitted for the year 1999/2000, will involve wider pavements, pedestrian phases in the traffic light sequences and the planting of trees
  • Phase 2 will involve closing Station Place to all traffic except buses and cycles, more pavement widening, cycle lanes and cycle parks
  • In July 1999, Haringey Council stated that a consultant's report on Station Place was due to be completed that month

Northern Gateway Access Road

2000 Apr 06 up

  • This is a 685 metre link parallel with the M25, from the bend in the A1055 (Mollison Avenue) to the bend in the PERME Link
  • The £13.4m road will be single carriageway with a footpath and cycle path on the southern side. There will be a roundabout at either end
  • In January 1998, Enfield Council gave planning permission subject to government approval
  • By July 1998, Epping Forest Council also supported the scheme
  • A public inquiry was due to start in September 1999
  • In March 2000, Enfield Council stated that the case for the road was strengthened when Pickett's Lock was chosen as the venue for the 2005 World Athletics Championships, and as Britain's possible candidate for the 2012 Olympics
  • This could be open by 2002

Hackney Central / Hackney Downs improvements

2000 Apr 06 up

  • £0.5m improvements proposed - to be completed by 2003
  • I am uncertain whether this will improve interchange between the two stations, but the fact that one scheme involves both stations suggests that it will
  • In July 1999, a bid for £0.1m was made for the financial year 2000-1, and a bid for £0.1m was planned for 2001-2

Open Waltham Abbey PERME Link

2000 Jan 31 up

  • Shown on Ordnance Survey's online map
  • This enables access to the PERME site (which used to be a government research establishment), but also acts as a southern bypass for Waltham Abbey
  • Running south from Highbridge Street, this crosses the M25 without interchange, turns east and crosses Sewardstone Road at a new roundabout before reaching the eastern roundabout at Junction 26 of the M25
  • By January 27th 2000, it was open in its entirety

A10 widening from the M25 to Hoddesdon

1999 Dec 06 up

  • In July 1999, Enfield Council stated that the Highways Agency had withdrawn the scheme

Elstree Western Bypass (A5183)

1999 Dec 06 up

  • Planning application was submitted in Spring 1998
  • The road would have headed west from the Allum Lane / Watling Street junction, curving southward to cross Watford Road and then curving east to a new roundabout on Elstree Hill South, just north of the A41 roundabout
  • The scheme was scrapped in approximately March 1999

York Road reopening

1999 Sep 26 up

  • York Road station, on the Piccadilly Line between Kings Cross and Caledonian Road, opened in 1906 and closed in 1932. The surface buildings are still visible on the road which is now called York Way
  • Arsenal Football Club discussed building a stadium in the area, and stated that the closed station may reopen if the stadium is built
  • In July 1998, Islington Council made statements of support, but relevant plans omit the station
  • In September 1999, RAIL magazine stated that work on the stadium could not start until 2005 due to work on the Channel Tunnel Rail Link, and that Arsenal were losing interest in the idea

Haringey Intermediate modes

1999 Apr 11 up

  • In September 1996, London Transport gave the core alignment as two routes:
    • a North-South route from Palmers Green Station via Green Lanes, Wood Green Station, Wood Green High Rd, Turnpike Lane Station, Green Lanes, Harringay Green Lanes Station, Manor House Station and Seven Sisters Rd to Finsbury Park Station
    • an East-West route from Tottenham Hale Station via Monument Way, Tottenham High Road, Bruce Grove Station, Bruce Grove, Lordship Lane, Wood Green Station, Station Road, Alexandra Palace Station, Alexandra Palace Way, Muswell Hill, Muswell Hill Broadway and Muswell Hill Road to Highgate Station
    • alternative alignments served Crouch End, Stroud Green, Hornsey Station, West Green, South Tottenham and Silver Street Station
  • In September 1996, London Transport stated that a bus based strategy is most likely to be suitable in the short term, and that demand would be high on all sections except Wood Green to Highgate
  • In February 1999, London Transport seemed to be no longer mentioning this scheme

Northern Line Extension from Mill Hill East to Copthall

1998 Oct 30 up

  • An extension of the Northern Line from Mill Hill East to Copthall Sports Centre was considered by London Underground in 1990
  • Seems to have been scrapped by 1994

See How They Run: TPftLA: © 1998-2001