As you may know we visited Downham Market this week to take a look at the fantastic NSE style refurbishment. This will form the basis for a follow up video to “In Search Of Network SouthEast,” which I intend to get edited in the next 2-3 weeks. In the meantime check out the Periscope we did from Downham Market below…
Don’t forget to keep sending in your pictures of NSE signage and infrastructure to @CASRailwayBlog and I’ll feature them in the video!
Around this time each year the Office of Rail & Road Station Usage Report gets published, which is like an early Christmas present arriving at the doors of CAS Towers. The report details the estimated1 usage of every station8 on the UK rail network.
1Estimated because not all stations on the UK network are gated and therefore do not provide a 100% accurate reading of passenger usage. Usage is also estimated where stations are grouped together as a single destination (e.g. Manchester All, Liverpool All, London Zone 2). For more information click here.
It should also be noted that by utilising the Oyster Card system, the methodology for collecting data in London has greatly changed from last year. (More on this later).
Much raw data, facts, figures, numbers and spreadsheets have been digested, so let’s get straight to business! Like last year, we’ll start by looking at the UK’s most and least used stations. For all the stats I’m using in this review I’m going to be focusing on Combined Entry & Exit data. ‘1 Passenger’ is defined as a journey starting or ending at any given station.
There is mention of the Bakerloo line extension, which Sadiq is attempting to fast-track. There is mention of the Northern line extension to Battersea, even if somebody at City Hall can’t spell. And there is mention of the London Overground extension to Barking Riverside, which will unlock the development of tens of thousands of homes. But of the Metropolitan line extension there is no mention at all.
Source: diamond geezer
I visited the area last year when going In Search of Network SouthEast where at the time I suggested it wouldn’t be long until the old NSE infrastructure was lost for good. Perhaps it will stick around a little longer after all…
Great post here from Daniel Wright about post-privatisation visual identities and branding.
When British Rail was privatised in 1994, no-one knew quite what to expect, not in terms of the way the new railway would operate, nor what it would feel like to use, nor even what it would look like. The story of the visual identity of the newly privatised British railway network turned out to be the story of that very same confusion.
The railways of Britain were privatised on 1 April 1994. As ever with the privatised railway, any simple statement like that one covers a much more complicated underlying meaning. In fact, most of the railway remained in public ownership, but a new structure was put in place with the intention that the elements within it would be sold off over the next few years, as indeed they were. Infrastructure owner Railtrack was floated on the London Stock Exchange in 1996, while the 25 passenger train operating units…
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