On Sun, 1 Nov 2015 21:43:29 +0000, Basil Jet
wrote:

On 2015\11\01 20:56, Charles Ellson wrote:
On Sun, 01 Nov 2015 10:26:24 +0000, e27002 aurora
wrote:

On Saturday, October 31, 2015 at 10:09:45 AM UTC, Basil Jet wrote:
On 2015\10\30 23:28, Robin9 wrote:

I note that there seems to be no provision to create an interchange
with the Barking/Gospel Oak service even though the suggested route
pretty well passes under South Tottenham station. I assume whoever
created this plan is aware that the Overground service is growing fast
but needs to provide more opportunities to change to other routes?

The Seven Sisters station will have "A new southern ticket hall and
entrance onto the High Road/Ermine Road.. A dedicated link between South
Tottenham and the new southern ticket hall".

But at Tottenham Hale it seems that there will be no interchange with
the Goblin, even though a 250m platform would stretch from the current
station to the Goblin line, if they built it south of the road instead
of north.

That would in practice be re/building two new stations not just
extending a couple of platforms. Also, the distance from Tottenham
Hale to the bridge over GOBLIN is about twice that given above so
there would still be a couple of hundred yards for interchanging
passengers to walk between platforms extended south from Tottenham
Hale to a new station on GOBLIN.

You're right, it looks to be about 450 metres. I appear to have measured
it rather inaccurately.

It's another location complicated by real/Oyster interchanges at three
adjacent stations so many extra passengers changing at such a new
station might only be moving their interchange rather than adding to
overall passenger figures. In the case of Seven Sisters it might not
do any harm to shift such traffic elsewhere. A new station might also
put South Tottenham in danger if it robs enough passengers but that
leads to putting in a new interchange station 250y west of South
Tottenham being closer to SVS than the above station is to Tottenham
Hale and platforms there on GOBLIN might cause less "collateral
damage" to existing buildings. 250y is still a fair distance but
compares with e.g. the distance of two of Willesden Junction's
"entrances" to the station itself (c.450y to Salter Street, c.280y to
Harrow Road). The area around Tottenham does seem ripe for a more
widespread study of existing/potential interchange positions with at
least a couple of stations being candidates for repositioning.