Hatfield station

[William3000]

Does anybody know how or why Hatfield evolved to have only 3 platforms as opposed to 4 on most other stations on the southern part of the ECML. Was it reconfigured to speed up fast lines? It’s always seemed an anomaly to have a platform on the fast down but not on the fast up.

 

[Magdalia]

Hatfield has had 3 platforms since steam days. Back then the extra platform on the down side was for branch trains to Luton and St Albans.

The interesting question is why it was not reduced to 2 platforms as part of the 1970s track and resignalling project that preceded electrification. At that time Huntingdon was reduced from 3 platforms to 2, and something similar could have been done at Hatfield.

 

[30907]

Hatfield has had 3 platforms since steam days. Back then the extra platform on the down side was for branch trains to Luton and St Albans.

The interesting question is why it was not reduced to 2 platforms as part of the 1970s track and resignalling project that preceded electrification. At that time Huntingdon was reduced from 3 platforms to 2, and something similar could have been done at Hatfield.

The 3-platform layout at Huntingdon seems to have dated from when the line was double track, whereas Hatfield was 4-track with 3 platforms (possibly from when the branches were opened? There isn't an old enough map online.).

 

[Magdalia]

I also struggled to find a map that gave me all the information that I was looking for.

In particular, I haven't been able to work out how the Hertford branch trains got in and out of Hatfield.

You are right that the history of Huntingdon is different to Hatfield, but in terms of the design and engineering questions posed in the 1970s they are similar. The significant difference is the width of space between the up platform and the down island. but it would have been possible to rebuild Hatfield with a single platform on the down slow like at Huntingdon.

 

[pdeaves]

I also struggled to find a map that gave me all the information that I was looking for.

In particular, I haven't been able to work out how the Hertford branch trains got in and out of Hatfield.

This map might help. Scroll north to Welwyn to see the Hertford branch.

 

[Ediswan]

In particular, I haven't been able to work out how the Hertford branch trains got in and out of Hatfield.

If you mean the general route, the junction with the Hertford branch was at what is now Welwyn Garden City, not Hatfield itself. The route is still discernable opposite the WGC carriage sidings. If you mean the exact track layout, no idea.

 

[John Webb]

I also struggled to find a map that gave me all the information that I was looking for.

In particular, I haven't been able to work out how the Hertford branch trains got in and out of Hatfield......

See http://www.disused-stations.org.uk/w/welwyn_garden_city_halt/index.shtml, http://www.disused-stations.org.uk/w/welwyn_junction/index.shtml and http://www.disused-stations.org.uk/w/welwyn_garden_city/index.shtml for some diagrams and historic background to the railways in that area.

 

[adamedwards]

As you can see from the pdeaves map link above to the fabulous National Library of Scotland side by side maps, the layout north of Hatfield was 6 lines arranged as Dunstable and Luton single line, 4 track east coast main line, Hertford single line.

At one stage there were 5 platforms at Hatfield: the island platform (current 2%3) a platform opposite modern 2 where the car park now is, separated from the current platform 1 by the barrow crossing and a bay platform at the south end of platform 1, whose edging stones you can still see at the south end.

Junctions north of Hatfield were immediately north to St Albans and, as has already been mentionned, north of the current WGC station for Luton and Dunstanble (west) and Hertford (East). As we Hatfield folk know, WGC is the new kid on the block as they are only 100 years old.

All three branches are now in part cycle paths, so lots to explore if you want to: Alban Way (Hatfield to St Albans Abbey), Ayot Greenway (WGC to Wheathampstead) and the Cole Green Way (Panshanger, east WGC) to Hertford football club. Lots of bits have been built on, lest people start crayoning restoration!

 

[dan4291]

There is a railway myth regarding why there are 3 platforms at Hatfield. I've heard a story that a "Lord Hatfield" had a separate platform (the current Up Slow platform) especially built for him so he didn't have to share a platform with the common folk! Obviously a load of rubbish but still a funny story!

 

[30907]

You are right that the history of Huntingdon is different to Hatfield, but in terms of the design and engineering questions posed in the 1970s they are similar. The significant difference is the width of space between the up platform and the down island. but it would have been possible to rebuild Hatfield with a single platform on the down slow like at Huntingdon.

But what would the business case for that spend be?

There is a railway myth regarding why there are 3 platforms at Hatfield. I've heard a story that a "Lord Hatfield" had a separate platform (the current Up Slow platform) especially built for him so he didn't have to share a platform with the common folk! Obviously a load of rubbish but still a funny story!

Looking at the oldest available map (1890s) the Up Slow platform at Hatfield has an overall roof - I wonder if the original station, before the branch lines/quadrupling, was two platforms with an roof covering both (like Beverley today)?

 

[adamedwards]

Platform 2 comes in very handy if something blocks the line ahead. If removed, any train on the down fast when service is disrupted then has to wait to get onto the down slow, so not a good idea to change it.

My favourite local myth is that Queen Victoria was a frequent visitor to Hatfield House and the staggered platforms were to stop potential assassins getting too close to the off side of the royal train! So your challenge teams is to come up with an assassination myth for other staggered platform stations. Must be historically plausible!

 

[Lee_Again]

https://upload.wikimedia.org/wikipedia/commons/6/6b/Hatfield_railway_station_%28postcard%29.jpg

epw025382 ENGLAND (1928). Hatfield Railway Station and Beaconsfield Terrace, Hatfield, 1928 | Britain From Above

www.britainfromabove.org.uk

The Roger Taylor Collection – Hatfield to St Albans

Visit the post for more.

smallford.org

To add, these are clearly not my pictures and I take no credit for them. They're just a result of a quick google search. Should be obvious by the URLs who the images are owned by.

 

[D365]

The 3-platform layout at Huntingdon seems to have dated from when the line was double track, whereas Hatfield was 4-track with 3 platforms (possibly from when the branches were opened? There isn't an old enough map online.).

Correct. Huntingdon platforms had to be rebuilt in order to four track the station.

 

[Greybeard33]

The interesting question is why it was not reduced to 2 platforms as part of the 1970s track and resignalling project that preceded electrification. At that time Huntingdon was reduced from 3 platforms to 2, and something similar could have been done at Hatfield.

I used to travel north from Hatfield regularly both before and after the 1970s electrification. Before electrification the timetable was much more complex, with interleaved skip-stop service patterns and more terminal stations. Both the Down platforms saw regular use and there was one evening peak LHCS service (31+slam door stock) that terminated at Hatfield, occupying Platform 3 while following services used P2.

After inner suburban electrification to WGC, all the 313s ran on the Slows and used P3, but a few of the outer suburban diesels still called at Hatfield, using P2 outbound. I recall there was one LHCS evening service that ran fast from Hatfield to Stevenage, with a journey time not equalled since.

After outer suburban electrification to Royston, Hatfield lost its services to points north of WGC and P2 was seldom used.