Battersea Park railway station
| Battersea Park Southern | |
|---|---|
| Station code | BAK |
| DfT category | D |
| Number of platforms | 5 (4 in use) |
| Fare zone | 2 |
| OSI | Queenstown Road  Battersea Power Station  |
| National Rail annual entry and exit | |
| 2018–19 |  1.993 million[1] |
| – interchange |  792[1] |
| 2019–20 | 2.203 million[1] |
| – interchange | 530[1] |
| 2020–21 | 0.741 million[1] |
| – interchange | 152[1] |
| 2021–22 | 1.217 million[1] |
| – interchange | 331[1] |
| 2022–23 | 1.374 million[1] |
| – interchange | 4,479[1] |
| Railway companies | |
| Original company | London, Brighton and South Coast Railway |
| Key dates | |
| 1 May 1867 | Opened |
| Other information | |
| External links | |
| Coordinates | 51°28′40″N 0°08′52″W / 51.4779°N 0.1477°W |
 London transport portal | |
Battersea Park is a suburban railway station in the
It is close to Battersea Park, and not far from Battersea Power Station. It is also a short walking distance from Queenstown Road station.
The station now has an
Description
The station has a
Access to the five platforms is via steep wooden staircases. Most services at the station call at Platforms 3 and 4, on the slow lines into Victoria. Platform 1 (the former down South London line platform) is made completely from wood and ceased to be used from December 2012. Platform 1 has had its tracks removed. Platform 2 (the former up South London line platform) is used by the limited
The station is within short walking distance of
History
The
The South London line through the station to
At the end of August 2009, electronic ticket gates were installed. There was some staffing provision but the station has been fully staffed from first to last train as part of the Southern franchise from September 2009.
With the redevelopment of Battersea Power Station into "The Power Station London", the station is due a complete refurbishment.[10]
Services
Most services at Battersea Park are operated by Southern using Class 377 EMUs, with a very limited service operated by London Overground using Class 378 EMUs.
The typical off peak service in trains per hour is:[11]
- 6 tph to London Victoria
- 2 tph to London Bridge via Forest Hill
- 2 tph to Epsom Downs via Norbury
- 2 tph to West Croydon via Crystal Palace
During the peak hours, the station is served by an additional half-hourly service between London Victoria and Sutton.
The station is also served by a very limited London Overground Windrush line service of two trains per day to and one train per day from Dalston Junction via Surrey Quays.[12]
| Preceding station |  National Rail
|
Following station | ||
|---|---|---|---|---|
London Victoria | Southern Stopping Services | |||
| Preceding station |   London Overground
|
Following station | ||
| Wandsworth Road towards Dalston Junction
|
South London line Limited Service
|
Terminus | ||
Accidents
1881 crash
On 24 December 1881, a train hauled by
1937 crash
On 2 April 1937, two electric passenger trains collided just south of the station; ten people were killed and 17 seriously injured. The signalman at Battersea Park, believing there to be a fault with his equipment, overrode the electrical interlocking and allowed the second train into the occupied section.[14]
1985 crash
On 31 May 1985, 1D91 09:20 Gatwick Airport to Victoria Gatwick express formed of Class 489 GLV, Class 488 8301, 8203, 8313, Class 73 73117 collided with 2L51 08:51 East Grinstead to Victoria formed of DEMU Class 205 1113 and Class 207 1309 travelling along the up fast main line from Clapham Junction. Train 1D91 was following 2L51 along the Up Fast line, through Clapham Junction station, at which the latter train had made a scheduled stop and beyond towards Battersea Park. 1D91 had closed sufficiently on 2L51 that the former passed a series of signals displaying a 'single yellow' caution aspect, at which the driver cancelled the AWS warning and continued, as he was entitled to, at a speed of around 30 mph (48 km/h). Train 2L51 was then stopped for 1–2 minutes at signal VC552 displaying a red aspect. When that signal cleared, 2L51 was accelerating past it when it was struck from behind by 1D91 which had passed the protecting signal, VC564, at Danger.[15]
A consensus of evidence suggests that at the moment of collision 2L51 had reached a speed of between 5 and 10 mph (8–16 km/h), whilst 1D91 was still travelling at between 25 and 30 mph (40–48 km/h), so that the net collision speed was about 20 mph (32 km/h). After the collision the trains separated and came to rest 20 m (66 ft) apart. There was no derailment but the shock of collision passing down each train caused damage throughout the length of both. Only one vehicle sustained severe structural damage; this was the leading passenger coach of 1D91, running immediately behind the GLV. This coach sustained a small degree of telescoping at underframe level, and hinging down of its trailing end, so that the saloon floor buckled upwards by about 600 mm (24 in) with consequent displacement of seats in one bay. One window each side was broken when this deformation occurred through the window opening, but the general integrity of the vehicles could be judged by the fact that these were the only external windows broken throughout the two trains.[15]
The trains were conveying a large number of passengers, one estimate being as high as 800. In the collision 104 persons suffered injury and were taken to two hospitals by means of ten ambulances, the first of which arrived at 09:58. Most of the injured suffered only cuts and bruises and were discharged after treatment, but eighteen had serious injuries requiring detention in hospital for periods between one and fourteen nights. Twenty other passengers later reported having suffered injury. The uninjured passengers were conveyed forward to Victoria at 10:58 by a special train, the unobstructed Slow lines having been re-energised for electric trains at 10:45 after an initial complete isolation of the conductor rails in the area. During the day the damaged trains were made fit to move and hauled into sidings so that, there being no damage to the track or signalling equipment, normal working was resumed at 16:12.[15]
Motive power depots
The West End of London and Crystal Palace Railway opened an engine shed off what is now Prince of Wales Drive on 29 March 1858. It closed in 1877.[16]
The London Brighton and South Coast Railway built a roundhouse a few yards north of the station on the lower level in 1869, extended with a second adjoining roundhouse in 1870 and a third in 1889. It closed 15 July 1934, but remained in use as a road transport depot until demolished in 1986.[17]
Connections
References
- ^ Office of Rail Regulation. Please note: Some methodology may vary year on year.
- ^ "Northern Line Extension". Transport for London. Retrieved 13 November 2014.
- ^ London's Disused Stations Volume 6 by J.E.Connor
- ^ Chronology of Londons Railways by H.V.Borley
- ISBN 0-7134-1198-8.
- ISBN 0-7134-1389-1.
- ^ Moodie, G.T. (1968). Southern Electric 1909–1968=Ian Allan. p. 3.
- ^ a b Southern Region Record by R.H.Clark
- ^ Moodie, G.T. (1968). Southern Electric 1909–1968=Ian Allan. p. 4.
- ^ "Costain wins Battersea Park station deal" Archived 18 January 2016 at the Wayback Machine, Contract Journal, April 2006
- ^ Table 170, 180, 181 National Rail timetable, May 2022
- ^ "London Overground Timetable: Highbury & Islington to New Cross, Clapham Junction, Crystal Palace and West Croydon" (PDF). Transport for London. Retrieved 26 October 2023.
- ISBN 1-899816-00-3.
- ^ Mount, Lt Col A H L (18 May 1937). "Report on the Accident at Battersea Park" (PDF). Ministry of Transport. Retrieved 2 September 2008.
- ^ a b c Mount, Lt Col A H L (31 May 1985). "Report on the Accident at Battersea Park" (PDF). Department of Transport. Retrieved 2 September 2008.
- ISBN 0-86093-542-6.
- ^ Griffiths, (1999), p. 87.
- ^ "Buses from Battersea Park" (PDF). TfL. 12 November 2022. Retrieved 24 December 2022.
External links
- Train times and station information for Battersea Park railway station from National Rail