Police close case of rail worker's Covid-19 death after spitting incident". The Guardian. London. 29 May 2020 . Retrieved 5 June 2020.

Given that all these services existed in the late Victorian era, why did many of them not survive into the modern era? The reason was increasing competition from other modes of transport. Trams had existed since 1880, but from 1901 they were electrified, which made them easier to use than the train on many urban routes. Tram usage doubled in the decade to 1911. On 1 February 1872, the DR opened a northward branch from Earl's Court to the West London Extension Joint Railway (WLEJR, now the West London Line) at Addison Road (now Kensington (Olympia)). [114] From that date the " Outer Circle" service began running over the DR. [115] The service was run by the North London Railway (NLR) from Broad Street (now demolished) in the City of London via the North London Line to Willesden Junction, then the West London Line to Addison Road and the DR to Mansion House, the new eastern terminus of the DR. [116] Though these Victorian urban railways in London are now long forgotten, in a very real sense they still live on. The start of Thameslink services in 1988 was nothing more than a new use for the City Widened Lines and a reopening of the disused Snow Hill Tunnel, while the Elizabeth Lineis a project Victorian railway builders would have well understood and applauded. The GWR began services on 1 April 1863, connecting Victoria to Southall, and later some services to Uxbridge, Reading, Slough and Windsor. [26] From 13 August 1866 the LB&SCR ran services from Victoria to London Bridge along the newly completed South London Line. [30] The Great Northern Railway began a service from Victoria to Barnet (via Ludgate Hill) on 1 March 1868, with other cross-London services running via Victoria in the 1870s. [32] London’s extensive railway network is an integral part of the city’s infrastructure, connecting millions of people every day. However, few may be aware of the long and complex history behind the development of these railways. A journey through time is necessary to understand how London’s railways came to be, tracing their origins from the earliest horse-drawn lines to the high-speed trains of today. This journey takes us through a fascinating exploration of technological advances, political maneuvers, and social changes that shaped the railways and, in turn, the city itself. From its humble beginnings to its current state as a world-renowned transportation hub, the story of London’s railways is one of constant evolution and innovation, driven by the needs and aspirations of its people.Using Colours in Wayfinding and Navigation". Wayfinding Specialists. 24 April 2017 . Retrieved 20 August 2017. 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. The London terminus of the Great Northern Railway was completed when the GNR reached Doncaster. Services were later extended to Bradford, Cambridge, Halifax, Leeds, Manchester, Nottingham, and Sheffield. All the important Yorkshire manufacturing towns were eventually served by the GNR. During the ascendancy of the Modern Movement, King’s Cross was frequently cited as an example of proto-modernism and compared favourably with Euston’s classicism — “display” as Nikolaus Pevsner described it — and the brilliant, though misguided, mediaevalism of St. Pancras. John Betjeman captured prevailing attitudes in architectural circles towards King’s Cross in the 1930s: “ . . . we were all told to admire King’s Cross for its functional simplicity, an earnest of the new dawn. We were told to despise St Pancras for its fussiness though we were allowed to admire the engineer’s roof. All the same I have an idea that St Pancras is the more practical station.” ( London’s Historic Railway Stations, 1972) During the mid-1990s the station was refurbished and, in 2011, underwent further redevelopment and alteration work which included demolition of the entire structure to enable a full rebuild.

Railway Stations: Go into ecstasies over them, and cite them as architectural wonders.” (“Gares de chemin de fer: S'extasier devant elles et les donner comme mod�les d'architecture.”) — Flaubert, Le dictionnaire des idées reçues [ The dictionary of received ideas] — never completed and invariably published with Bouvard and Pécuchet, which was also unfinished. The dictionary is an assemblage of popular opinions — cited as examples of bourgeois crassness. But here we must agree with those who were the butts of Flaubert’s humour. Victoria station proved to be unexpectedly popular for both the main companies, and by 1862 there were frequent delays due to congestion at Stewarts Lane Junction. In March 1863 the LB&SCR and the LC&DR jointly funded a new high-level route into Victoria, avoiding Stewarts Lane and requiring the widening of Grosvenor Bridge, including the replacement of the broad-gauge rails with a third LB&SCR line. The work was completed during 1867/8. [29] [30] The South Eastern Railway (SER) wanted to use Victoria as a London terminus as it was more convenient than London Bridge, but were advised they would need to pay extensive tolls and expenses to do so. Consequently, the SER constructed a station at Charing Cross instead. [31] Designed by William Barlow (1812-1902) and Rowland Mason Ordish (1824-86) — Midland Hotel by George Gilbert Scott (1811-78)The London and Croydon Railway (L&CR) was one of the first public railways in London, connecting London Bridge with the growing suburb of Croydon in 1839. The railway was designed by the famous engineer, Joseph Gibbs, and it was a significant achievement of the time, as it utilised steam-powered locomotives to transport passengers and goods between the two destinations. The railway was a catalyst for growth and development, as it encouraged urbanization and the expansion of businesses along its route. Frith painted several smaller versions of The Railway Station, including a version in the New Walk Art Gallery, Leicester. Technical examination of this picture has established it was painted by Frith himself but at a considerably later date than the original.

Minnis, John. Britain’s Lost Railways: The Twentieth-Century Destruction of Our Finest Railway Architecture. When this line opened it passed through an area that was entirely rural, with Stepney, Homerton and Islington still country villages. The newly built Pentonville Prison, passed by the line, was also surrounded by fields. By the 1870s, however, the whole area had been built over. Stations listed in bold are terminus stations. Frequent services operate to the major regional cities of Ballarat, Bendigo, Geelong, Seymour, and the Latrobe Valley; with a smaller number of services continuing to the end of their respective lines.

Station address

Part of the present Beacon Shopping Centre and Central Library now sit above this tunnel which is still in regular use and forms an important section of the present Metro network. Victoria became well known for its Pullman services during the late 19th century. The LB&SCR introduced the first Pullman first-class service to Brighton on 1 November 1875, followed by the first all-Pullman train in the UK on 1 December 1881. [37] Another all-Pullman service was introduced in 1908 under the name of the Southern Belle, then described as "... the most luxurious train in the world...". [38] The SECR began Pullman continental services on 21 April 1910 and on domestic services to the Kent coast on 16 June 1919. The Golden Arrow, another all-Pullman train began services in 1924, and remained in service until 30 September 1972. [14] The London Chatham and Dover Station as rebuilt by the South Eastern and Chatham Railway. See also: Category:Disused railway stations in Victoria (state) On operational lines [ edit ] South West [ edit ] Name The designer of Brunel’s locomotives was Daniel Gooch (1816-89), who is, for many, the greatest locomotive designer of the century. Then there were Brunel’s ships — the SS Great Western (1837), the SS Great Britain (1843) — the first screw propelled ship to cross the Atlantic — and the Great Eastern, it had a length of just over 207 metres and a breadth of just over 25 metres. The Great Eastern could reach a speed of almost 20 miles an hour. Here is Brunel writing to Matthew Digby Wyatt on Paddington — months before the completion of Paxton’s Crystal Palace , which housed the Great Exhibition of 1851. In 1890 the booking office and much of the external structure was rebuilt by the North Eastern Railway Company with most of the remaining internal station facilities remaining. This layout basically remained intact until the mid 1960s, when British Rail demolished the booking office along with the roof and canopy and replaced it with a prefabricated structure.