Sections of the North Woolwich-Tottenham Hale line to be converted: North Woolwich-Silvertown, Custom House, Canning Town-Tottenham Hale. An “abandoned” section includes Silvertown tunnel. At the other end, 1.72 km to be converted would run alongside a line carrying unaffected services. It would be essential to build a wall between the rail route and the converted road to avoid a swerving road vehicle creating a ‘Selby’ accident.
The drawing (page 71), has three rows, each of 17 unexplained dots (one row is shown below as circles). Investigation reveals they are roof support columns.
The 155m long
bus station will have 30 bays: 3m per bus lane (Page
13), 2m width per platform to load and unload is inadequate. Barriers
are needed to avoid accidents. No width is shown for the passenger walkway
with bi-directional flows. The plan lacks a passenger/vehicle flow chart to
highlight problems. Buses will cross the walkway. The plan should have been put
to the H&SE - like rail plans - for approval. Inbound
buses – including articulated - will have to turn between the roof support columns.
Articulated buses will need to be in the outer lane to do so. The other rows (not shown above) are expected to be on
platforms. Which may have to be wider than 3m to allow passengers to
pass by columns meaning less than 30 platforms. Unexplained boxes in the
drawing are bases of arches of a wall between the west and east trainsheds. (See photograph.
The narrow gaps between columns are also illustrated in Liverpool Street Station by Robert Thorne & Railway Stations of
In the chart below, a bar represents 125 drivers required for the hours shown. It provides, in round numbers for 500 during peaks, and half that outside peaks for a service half as frequent. In mid-shift, drivers require a legal break. To move, park or operate their buses may require more drivers. Without a timetable, it is not possible to calculate manpower precisely. Based on the Hall/Smith approach, over 1,000 would be required, (see below), Mondays to Fridays, rather than the 650 postulated. A further 99 are required (see page 136), an increase of about 450. This excludes Saturdays, holidays, sickness, etc. Drivers scheduled to an 8-hour shift will not drive for 8 hours. When a driver picks up a bus from the park, time is occupied in checks on a vehicle’s readiness for work. Shifts starting and ending at 01.00 will be very unpopular, but to cover existing service times would be unavoidable. These manpower levels may be reduced if split shifts are accepted, but a penalty payment is often made for the period between peaks. On this long route, they are unlikely to have time to go home. Whether there would be sufficient spare time in the off-peak to cover ferrying to/from Ilford can only be established by duty rosters.
Prosperous Railway Companies bought land outside the formation area in case some required later for building stations, or laying sidings. At the location of bridges, viaducts & tunnels, the widt reduced to that of the formation plus cess about 3 feet either side. This width was significantly less than that claimed by Brig Lloyd (see Chapter4).
gantries (see photo), could not be removed
while trains still used the two tracks to
A simplified diagram shows the flyover and tracks relevant to the removal plan. It does not show all 20 crossovers which will have an OLE changeover problem. Had the Study included all track diagrams and OLE structures, these crucial defects in the changeover plan would have been seen.
Rail route is to be abandoned, (see below). Traffic will leave the route at
*The capacity for this traffic is disputed, (see Chapter 10-II). Up to 65% of the distance will be on existing roads!
Until the Brentwood-Southend line is converted, 137 buses, in each direction, will use existing roads in the peak, plus other off-peak. This task is to take two months, (Page 91).
The requirements for motorways and railways are depicted in a diagram (see below). The outer box represents the land width and bridge height required for a three-lane motorway; the larger hatched box that required for a four-track railway; the smaller hatched box for a double-track railway. The space between would take a further three-track railway. It will be seen that the width required for a three lane motorway is wide enough for three main lines!
Illustrates the disparity in headways