![]() ![]() Passport photos must meet HMPO's latest rules and regulations to be accepted, so here are some quick tips on what your photo should show. As below, in red the new Fast tracks, in blue the London Bridge tracks moved southwards.Print passport photos online from the comfort of your home That means you might be able to build a chord from the Nunhead route dropping down to the north side of the SLL tracks at Peckham Rye. The SLL used to have three tracks through the station and the viaduct at the east is wider here, where there used to be a coal depot. So you have six running lines northwards through Battersea Park.Īt Peckham Rye, you don't need to change the route pattern as suggested, but yes you can make use of the widened alignment here. These could be linked by a short section of widened viaduct, to accomodate new Fast Brighton tracks. There is also the stub of the old loco line, and a second carriage siding just north of Battersea Park. The viaduct just north of Battersea has an extra track on the west anyway, currently a long carriage siding. The other option on the Victoria approaches is to widen the viaduct around Battersea Park, which would allow the SLL viaduct to get used again, with segregated tracks all the way into Victoria. Thanks for not booting my suggestion into touch, and mapping the options out. Plus, ideally we are looking at a fast line tunnel from Clapham towards Bromley (perhaps with a second southerly portal at Norwood Junction) to provide the necessary short and long distance separation. Of course, the plan does reduce the capacity east of Brixton from 4 tracks to 2 tracks, but in terms of service frequency on the tracks today this is far from impossible. Finally, a flyover/flyunder would be needed to get the eastbound overground from Clapham Junction to the northern platform at Clapham High Street (the down Peckham in my nomenclature). The effect of this is that west of Brixton, the tracks would be grouped by direction (down Peckham, down Herne, up Herne, up Peckham).Īdditional platforms would be needed at Clapham High Street, but they could now be cross-platform interchanges between the various lines. Then widen the low-level viaduct west of Brixton junction from 2 tracks to 3 tracks. On the low viaduct between Brixton and Canterbury junctions do the same, reducing from 2 tracks to 1 track and using the spare space for a platform. On the high flyover viaduct, reduce the tracks from 2 tracks to 1 track and use the spare space for a platform. My approach to getting platforms is subtly different. This will release capacity for metro services through the existing Brixton station. None of this is easy, but I sense that the most effective long-term solution will be that the line flying over Brixton will become the fast lines. Think Herne Hill, then add Peckham Rye, to take express SE services away from the surface metro lines. It requires a number of smaller-scale improvements, largely new alignments to avoid major bottlenecks. ![]() We are begining to realise that the convolusions of the south-central network does not require one major new Crossrail. ![]() So, why not make the line that flies over Brixton the Fast route, and concentrate intensive metro services on the lines through Brixton? The other problem we are trying to solve is the capacity limits for fast services into Victoria, along two-track lines shared with metro services. The problem we are trying to solve is that the old South London Line (SLL) flies over the top of a major interchange: Brixton. ![]()
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