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I am going to design, in a great hurry, a station after my own fancy . . . with engineering roofs etc., etc.. It is at Paddington, in a cutting, and admitting of no exterior, all interior and all roofed in . . . Now such a thing will be entirely metal as to all the general forms, arrangements and design; it almost of necessity becomes an Engineering Work, but, to be honest, even if it were not, it is a branch of architecture of which I am fond, and, of course, believe myself to be fully competent for, but for detail of ornamentation I neither have time nor knowledge, and with all my confidence in my own ability I have never any objection to advice and assistance even in the department which I keep to myself, namely the general design. Now, in this building which, entre nous, will be one of the largest of its class, I want to carry out, strictly and fully, all those correct notions of the use of metal which I believe you and I share (except that I should carry them sill farther than you) . . . I want to show the public that colour can be used . . . ” (quoted also by L T C Rolt, Isambard Kingdom Brunel, London, 1957.) Historic England. "Victoria Railway Station – The Former London, Chatham and Dover Railway Station including Train Shed (1266689)". National Heritage List for England . Retrieved 20 August 2017.
Source 5: Metropolitan Police Special Report Division K, 17 th September 1864 (Catalogue ref: MEPO 3/76) Commercial information". Our Stations. London: Network Rail. April 2014. Archived from the original on 10 April 2014 . Retrieved 12 April 2014. To the north, the London & North Western took the visionary decision to build a whole new electric line from Euston to Watford, known as the New Line. This used fourth rail electrification so as to be compatible with the new underground services, and by 1917 the line was being shared with the Bakerloo Line (though electrification did not reach Euston itself until 1922). Broad Street to Richmond services were also electrified at the same time.Proposals were immediately drawn up to extend the line towards the coast, which necessitated the construction of an underground tunnel running beneath North Shields town centre, thereby linking the line to Tynemouth. The introduction of the train timetable revolutionized travel in the 19th century. For the first time, travelers could plan their journeys in advance, knowing exactly when their train would depart and arrive. This made travel more convenient and reliable and helped to boost the popularity of the railways. In addition, the timetable also allowed railway companies to coordinate their services more efficiently, leading to a more streamlined and cost-effective operation. Victoria was built to serve both the Brighton and Chatham Main Lines, and has always had a "split" feel of being two separate stations. The Brighton station opened in 1860 with the Chatham station following two years later. It replaced a temporary terminus at Pimlico, and construction involved building the Grosvenor Bridge over the River Thames. It became immediately popular as a London terminus, causing delays and requiring upgrades and rebuilding. It was well known for luxury Pullman train services and continental boat-train trips, and became a focal point for soldiers during World War I.
a b c d e f g h i j "Estimates of station usage". Rail statistics. Office of Rail Regulation. Please note: Some methodology may vary year on year.
New Street has always been the busiest of provincial British stations. Cowper’s station was entirely re-built by British Railways in the mid 1960s when the West Coast Main Line was electrified. It is a bland, efficient station of no substantial architectural interest. At 211 feet (64.31m.) Cowper’s original wrought iron and glass roof had the largest single span anywhere — until it was surpassed by Barlow’s and Ordish’s St Pancras train shed at 243 feet (74.07m.) completed in 1867. New Street was constructed by Messrs. Fox, Henderson & Co. for whom Cowper had worked — he had been responsible for the company’s contract drawings for Joseph Paxton’s 1851 Crystal Palace. George Gilbert Scott praised New Street in Secular and Domestic Architecture (1857): “An iron roof in its most normal condition is too spider-like a structure to be handsome, but with a very little attention this defect is obviated. The most wonderful specimen, probably, is that at the great Birmingham Station . . . ” Cowper was among the leading figures from what L T C Rolt described as a “brief heroic age of engineering”. He was the son of a professor of engineering at King’s College, London. At fourteen he began a seven-year apprenticeship with John Braithwaite (1797-1870) — a successful civil engineer. While still an apprentice he devised a system of railway signalling by means of small detonators — which made a load bang when a train passed over them. These were widely used in fog to alert engine drivers of hazards — when conventional signals could not be seen. Cowper set up on his own account as a consulting engineer in 1851. He contributed much to the development of steam technology. In 1870 he invented a device by which hand-written messages could be transmitted by telegraph without the need for the use of Morse code. Cowper was consulting engineer to the Post Office. St Pancras, London (1865-68) Several developments to the north of London are also worth mentioning. The Great Northern Railway out of Kings Cross slowly added suburban stations on its main line, but also took over a spur that had been built by an independent company from Finsbury Park up to Highgate, Finchley (now Finchley Central) and Edgware. That line opened in 1867, and branches followed from Finchley to High Barnet in 1872 and from Highgate to Alexandra Palace in 1873, the latter to coincide with that building's opening. (This Alexandra Palace station was immediately behind the palace complex and should not be confused with the current station of that name: see below.) Station Usage Data" (XLSX). Usage Statistics for London Stations, 2020. Transport for London. 16 April 2021 . Retrieved 1 January 2022. The LC&DR and GWR jointly leased the 'Chatham' portion of the station for 999years from 28 June 1860, with the GWR responsible for 6.67%. [28] The LC&DR completed its main line as far as Canterbury on 3 December 1860 and began to use the LB&SCR station on that day. [39] The Eastern side in 1958
Thameslink operate limited services from London Victoria to Sevenoaks in Kent, usually on Sundays or early mornings. Victoria Coach Station is about 300metres south-west of the railway stations. It is the main London coach terminal and serves all parts of the UK and mainland Europe. [10]
The crime revealed that in terms of safety, wealth and position made no difference, the assault on Mr. Briggs took place in an isolated first class carriage. The Daily Telegraph, dated 13th July 1864 seems to capture sense of public panic: “There is one general feeling which this dark crime has excited among the population there must be an end put to the absolute imprisonment…which railway travelers endure” Frequent services operate to Ballarat, with some trains continuing to Ararat. Some services also run to Maryborough as shuttle services from Ballarat. Today, the legacy of the London and Croydon Railway can still be seen in the modern transportation network of London. The L&CR was also a train operator that used London Bridge, which remains one of the busiest stations in the city, and it set the precedent for the extensive rail network that serves the capital today. British Railways (BR) took over the station on 1 January 1948. A new set of offices for Continental trains opened on 14 June, while the eastern booking hall was renovated, opening on 5 February 1951. [55] [58] Meanwhile the North London Railway was growing. It was two-thirds owned by the London & North Western Railway (LNWR) which ran trains from Euston to Birmingham, and the NLR used the lines of that company to carry on from Hamsptead Road to Willesden Junction. From there in 1853 the North & South Western Junction Railway branched south to Acton and Richmond, with another branch (still largely in existence but not used for passenger services) to Kew Bridge. Trains ran from these places into Fenchurch Street via the NLR lines.