That's because they put the station where the lines join up - see also Crewe (and Droitwich Spa)Coventry is another station that is a bit out of town. A station on the Bedworth branch by Coundon or Radford Roads may be fractionally closer to the Pool meadow part of the city centre.
Edge Hill lost most of its reasons for existence when lots of local housing was demolished, probably 20+ years ago. A direct entrance on Wavertree Road would need a long, expensive footbridge.Edge Hill would be way more useful if it had an additional entrance on Wavertree Road by the Matalan. It's potential catchment is severely restricted with the single entrance on Tunnel Road.
Really?? I travel there every 2 or 3 weeks and I think the stations are very conveniently located, a matter of 3 minutes maximum walk from the city centreBradford, both stations. Both lines have been truncated putting both stations away from the city centre.
Edge Hill lost most of its reasons for existence when lots of local housing was demolished, probably 20+ years ago. A direct entrance on Wavertree Road would need a long, expensive footbridge.
It was used by football specials back in the day.Edge Hill lost most of its reasons for existence when lots of local housing was demolished, probably 20+ years ago. A direct entrance on Wavertree Road would need a long, expensive footbridge.
Really?? I travel there every 2 or 3 weeks and I think the stations are very conveniently located, a matter of 3 minutes maximum walk from the city centre
Cheltenham Malvern Road was nearer to the town. It was on the line from Stratford upon AvonCheltenham Spa - well out of town. But, as the station master used to say in Dent, I expect they put the station where the trains go.
Cambridge needs a entrance on the east side, same with Cambridge North. Peterborough could also do with a entrance on the West side it aready has a bridge in place.
Re: Pontefract stations, both Tanshelf and Baghill are pretty convenient for the town centre... but Baghill has a lousy service on a poor route, and Tanshelf is only one onelineroute rather than Monkhill which is on two (notwithstanding the recent changes with services to Tanshelf looping round to Westgate and Leeds) but distant from the town.
Deighton is likely to be completely rebuilt as part of the Trans-Pennine Route upgrade: if part of this saw the platforms moved to the other side of the Whitacre Street overbridge where the access ramps currently are, second (or replacement) access could be provided direct from the A62. Move them further still down the line to beyond Bradley Junction, and Brighouse services could either avoid the station entirely or begin serving it at a third platform located on the curve... though it'd be more a station for Bradley than Deighton at that point.
It depends what you consider to be inconvenient.
On the Bexleyheath line stations such as Falconwood, Welling, Bexleyheath and Barnehurst are not near town or commercial centres but are well placed to serve commuter and leisure travel for passengers from the surrounding areas of housing, largely developed during the 1930s, well after the establishment of the line and stations. TFL have also helped by improving and introducing local bus routes to serve these stations.
These are instances of where a station has become a focus for urban development, or in some cases become the town centre, even though it was originally some distance from the place after which it was named. Wimbledon is a case of the second type: the old village was up on the hill, but the station, a good half-mile down the hill, has become the modern town centre. Raynes Park was originally little more than a junction station set amidst fields on a country road, now it is the centre of a suburban residential area; New Malden station was built halfway along a road between Combe and Malden, and the area now known as New Malden has grown up pretty much because of the station's presence. There was very little development when what is now Surbiton station was built (it was the station for Kingston, a good mile to the north), but it is now also the centre of a suburban residential area.
They didn't buy up land like the Met, but ISTR they were hot on the advertising - Live in Kent and be content/live is Surrey, free from worry...didnt the Southern do something like the Metropolitan, and actually facilitate house building to fill their trains with commuters?
Edge Hill lost most of its reasons for existence when lots of local housing was demolished, probably 20+ years ago. A direct entrance on Wavertree Road would need a long, expensive footbridge.
The 19th cent rail companies seemed to disagree about commuters. I know the GW regarded them as something of a nuisance, while others actively encouraged them.They didn't buy up land like the Met, but ISTR they were hot on the advertising - Live in Kent and be content/live is Surrey, free from worry...
didnt the Southern do something like the Metropolitan, and actually facilitate house building to fill their trains with commuters?
My great grandad had a dairy company, and owned a dairy herd, in Camberwell. At some time he moved his business to Lee- dont know why. He died of a heart attack just before WW1. Amazing farming was still happening there so recently....
Further to my earlier comment, I had a look at the Village London Atlas, a collection of 1" OS maps from 1820, 1860 and 1900, which shows the development of London and its surroundings from just before the railway age to the end of the century. Comparing a place at the three dates is often fascinating: many of the early stations were quite a step from the settlement they served. What then happened can be interesting.....
Northwich - close to the border between Northwich and Rudheath rather than near the centre of the town.