This was all deeply rural territory at the time - Highgate and Finchley had about 4,000 inhabitants each and the branch to Alexandra Palace ran through open countryside. Two weeks after that branch opened, the palace burned down and so the line closed for two years until the palace was rebuilt, there being no other potential traffic. The suburb of Muswell Hill (initially the only other stop on the line) did not really take off until 1890 and was mostly built over the next twenty years 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. a b "Victoria Line – History". Clive's Underground Line Guides. 11 November 2014 . Retrieved 6 April 2015. Both these stations opened in 1864 and the company then built the Snow Hill Tunnel to provide a link into Farringdon by 1866. This created a north-south rail route through London, one that was expanded when the City Widened Lines of the Metropolitan opened two years later. The LCDR went on to build a tunnel eastwards to Aldersgate (now Barbican: the tunnel was known as the Aldersgate Curve) and on to Moorgate, which it reached in 1871.

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. 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 The Juxtaposition of Engineering and Architectural Elements in the Trainshed, St. Pancras, London, 1868-77 Southeastern services at Victoria use platforms 1–8. The station is served by a mixture of metro and long distance (mainline) services. Metro services are operated using Class 465 and 466 EMUs whilst mainline services are operated using Class 375 and 377 EMUs.Today, the train timetable remains an essential part of railway operations. It is used by passengers to plan their journeys, and by railway companies to manage their services. With the advent of digital technology, timetables are now available online and can be accessed from mobile devices, making travel even more convenient. Despite the advances in technology, the basic principles of the train timetable remain the same as they did in the early 19th century, and it continues to play a crucial role in the world of rail travel. Michael Portillo TV Series & Bradshaw Pause for thought there, on a Friday evening in 1874, someone’s great great great grandparents took the sleeper from London to Scotland. What a trip that must have been, rolling through the heart of Victorian Britain. Bradshaw and the Birth of the Train TimeTable In the latest of his features for ChronicleLive, local historian CHARLIE STEEL recalls the various railway and Metro stations that have served North Shields since the middle of the 19th century

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. The Great Eastern also wanted a share in the traffic to Alexandra Palace and built a branch line from Seven Sisters to a station called Palace Gates at the eastern foot of the hill on which the palace stands. This opened in 1878 and the idea was to extend it up to the palace itself. But an obvious problem was the gradient (it would have required an enormous viaduct) and the extension never happened.In 1923, the LNWR merged with the Lancashire and Yorkshire Railway (L&YR), forming the London, Midland, and Scottish Railway (LMS). This was part of a larger consolidation of the British railway industry that took place in the early 20th century, aimed at increasing efficiency and reducing duplication of services. The LMS became the largest railway company in the UK, with a network stretching from London to Scotland, and employing over 100,000 people.

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. From 1 August 1872, the " Middle Circle" service also began operation through Victoria, from Moorgate along the MR on the north side of the Inner Circle to Paddington, then over the Hammersmith & City Railway (H&CR) to Latimer Road and then to Mansion House. [117] On 30 June 1900, the Middle Circle service was withdrawn between Earl's Court and Mansion House. [118] On 31 December 1908 the Outer Circle service was also withdrawn. [119]

9. Great Malvern, Worcestershire

Following growth in passenger numbers in the 2000s, Victoria Underground station became one of the busiest on the Underground, with around 80 million passengers a year. [109] [132] At rush hour, more than 30,000 passengers entered the station between 8 and 9am, and entrances to the station were frequently closed due to dangerous levels of overcrowding at platform level. [109]

Source 7: A list of policemen involved in the case and their duties from the Detective Department (Catalogue reference: MEPO 3/76) Tite was indeed the designer of Carlisle Station (completed in 1847) as he was of Carnforth, which was completed same year. (Carnforth is featured in David Lean’s 1945 film Brief Encounter, with Celia Johnson and Trevor Howard.) Tite was an extremely versatile architect and was at one time President of the Royal Institute of British Architects. In his latter years he was a Liberal Member of Parliament. King’s Cross Station, London (1852), desigend by Lewis Cubitt (1799-1883) The way forward for other lines had been pointed up by the New Line and its use by the Bakerloo. Many suburban lines were connected to the Underground between the wars, including Shepherd's Bush to Ealing Broadway (a rural branch line until the 1920s) and the GER line to Loughton and Epping, both of which became part of the Central Line. But it was the 1900s that really saw the tube boom, with the Central London Railway (now the Central Line) opening from Shepherd's Bush to Bank in 1900; the Great Northern and City (from Moorgate to Finsbury Park: now a normal rail line) in 1904; the Bakerloo (properly the Baker Street and Waterloo Railway, but no one ever called it that) in 1906; the Great Northern, Piccadilly and Brompton Railway (the Piccadilly Line) from Finsbury Park to Hammersmith in 1906; and the Charing Cross, Euston and Hampstead Railway (widely known as The Hampstead Tube) from what is now Embankment to Highgate (now Archway) and Golder's Green in 1907. (The City and South London and The Hampstead Tube later combined into the Northern Line and all were soon amalgamated into London Underground.) 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.

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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) The original DR station was rebuilt at the beginning of the 20th century, initially as a single-storey structure. An office building was built above it later. The line was electrified in 1905. [120] In 1949, the Inner Circle route was given its own identity on the tube map as the Circle line. [121] [122] Victoria line [ edit ]