Harringay, Haringey - So Good they Spelt it Twice!
Please Help Us Raise £700 to Fund a Leaflet Printrun
For those of you who are active on HoL, you'll be very much aware of Haringey Council's transport study. This is a once-in-a-generation opportunity for all Harringay's residents to have their say on how best to reduce our excessive traffic burden. To that end, we want to ensure that all residents are FULLY informed on the options available.
Unlike Haringey Council, we do not have a juggernaut PR system pushing our message, or the money to pay for it. So we are asking for your help. We want to raise money to fund a print run of leaflets for Wightman and all the Ladder roads, plus other events to raise awareness.
If you'd like to help us raise funds for the second phase of our campaign; to create a safer, healthier, happier Harringay for everyone, then please click the link below which will take you to our Just Giving page.
Thank you.
Yes, I would like to help raise £700 to fund leaflets If you'd like more information, or get involved, please check out our Living Wightman Blog or Facebook Page.
Tags for Forum Posts: harringay traffic study, traffic
Replies to This Discussion
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Permalink Reply by JulieB on
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I'm not normally pedantic but I was sure HGL station didn't close until after Wightman reopened so I double checked.
http://www.barking-gospeloak.org.uk/documents/20160912_press_releas...
Part of the line to the east of here was closed (Barking to South Tottenham) from 4th June, but the rest of the line and Harringay Green Lanes station was open until 24th Sept 2016.
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Permalink Reply by JoeW on
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HGL Station itself wasn't boarded up until September but the GOBLIN was not operating at all at weekends and (as you say) closed between Barking and SoTo on weekdays, from 4th June.
There were also major roadworks/closures at Stroud Green which would have impacted buses and other traffic navigating around Finsbury Park Station.
It's much simpler to blame every unreliable journey on the Wightman bridgeworks though.
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Permalink Reply by 1vut8bf3om5m9 on
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I can't imagine that that train has much impact either way. To me at least it goes from nowhere useful to nowhere useful. So of course I'm inclined to presume it's the same for all. If not, great and lucky you, but I can't see that that train has any bearing on anything of demonstrable significance concerning this subject.
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Knavel I'd guess there would be a few thousand people every day who normally travel from (at least to us) nowhere useful to nowhere useful, and in the absence of their preferred train many would be on the road instead, impacting the reliability or journeys along Seven Sisters Road for example.
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It made a difference, Knavel, because the rail replacement buses added extra pressure on the roads at key pinch points such as at Harringay Green Lanes. They started with 3 an hour but as they were permanently stuck in traffic no one used the rail replacement buses and they reduced the number they ran.
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I think that makes my point--I remember those replacement buses and I don't think I ever saw more than 1 or 2 people on any of them ever! I get that when it's buses versus train a lot of people will do something else so my observations aren't probably the full story.
The fact of the matter is I really have no idea how many people use the Overground line as I have never used it even once. Surely it is better to have that train running than not, even if it is highly likely loss making.
I might give it a try this summer to take the family from Barking to Leigh on Sea and then I'll have some idea of usership!
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Knavel - it's a great way to get to Kew or Richmond. Really quick and usually pretty empty when I use it, which is at weekends or off peak. I also used it to use it to take my son for his hospital appointments at the Royal Free.
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I use the Overground from HGL to Gospel Oak a lot; it's a far better service than when I first came to live here almost 30 years ago and a quicker way to Camden (albeit with a change of train) than the 29 bus if you're going that way. It gives access to the Stratford/Richmond section and the de facto Overground "Circle Line", itself a palpable success in improving the public transport network.
The Harringay-Gospel Oak section is often not that busy mid-day but is packed at rush hours, often with people living in Tottenham and points further east but working more centrally. That and the upgrade of the Stratford line have probably been important in making it feasible for people priced out of central areas to live in north-east and east London while working in the centre of town. And, crucially, it helps get people - and traffic - off the roads.
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Thanks for educating me.
I always thought that the requirement of changing at GO was a disincentive (in theory) going to the west. But you guys seem to be OK with it--good to know. I guess I just wished it went to Shoreditch like it does from Highbury Corner now or even Tottenham Hale for the Stansted Express. I walk to West Green road and take the 41 bus.
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I did used to find Gospal Oak a bit of a tricky change, but that was because this was in the days before the lift was put in and I had a baby/toddler in a buggy with both legs in full plaster. So he was a bit heavy to carry up and down the stairs - but still doable.
It's a very easy change if you're going towards Stratford because that is just a short walk along the platform. -
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Permalink Reply by Michael Anderson on
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Gina, like a number of others on this site I have lived here for quite a time (since 1984 in my case) and like Karen says, it hasn't always been like this. Going back quite a bit, before the gating of the Gardens, Green Lanes was busy in a way that you would find hard to believe now. 20 minutes plus on the bus from The Salisbury to Manor House in the morning a common experience. This was mainly caused by the constant flow of traffic onto GL at every junction along its length so it more or less ground it to a halt at busy times (all the side streets were two way as far as I can recal)
When the Gardens was gated it became even worse for a while and then actually improved but to the expense of a traffic shift on to Wightman.
I think that what that experience has shown me is that a single intervention on its own cannot solve any of the problems here.
During the bridge closure last year there was a huge amount of information on where the traffic snarls happened and what the lessons could be for any future intervention. I think that this is the point that is perhaps being overlooked by some of the people who don't want to see Wightman broken down into smaller stretches to stop the through traffic it suffers from at the moment. The bridge closure provided a unique opportunity to actually see where additional changes will be needed in order to make a more radical change to Wightman successful for the area as a whole. I also worry that as this isn't part of the consultation document (what needs to be put in place in the wider area) it feels like the evidence is being stacked to deliberately put people off even considering it.
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