Victorian Stations: Railway Stations in England and Wales, 1836-1923

Product Information

a b "Timetables". Southern. Select an appropriate timetable to verify the route and trains per hour. Archived from the original on 23 December 2016 . Retrieved 19 August 2017. Station Usage Data" (XLSX). Usage Statistics for London Stations, 2021. Transport for London. 12 July 2022 . Retrieved 7 September 2022.

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 Bonavia, Michael R. (1987). The history of the Southern Railway. London: Unwin Hyman. p.17. ISBN 9780043851074.Its death knell was sounded in 1979 when a service from Camden Town to North Woolwich was started using the former North London Railway Lines as far as Victoria Park with a link on to Stratford. In 1986 Broad Street's Richmond service was linked to this to create the North London Line around the top of London. At the same time Broad Street and the line into it from Dalston Junction closed. Watford services were diverted to Liverpool Street but never thrived there and ended in 1992. 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 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]

This was not the only time that the District Line had missed out on a proposed extension. In 1881 it had applied to build a line from Putney Bridge to Guildford via Cobham. This was opposed by the LSWR, which instead agreed to let the District Line run trains to Wimbledon, operating the rest of the Guildford line (which opened in 1885) itself. Station Usage Data" (XLSX). Usage Statistics for London Stations, 2019. Transport for London. 23 September 2020. Archived from the original on 9 November 2020 . Retrieved 9 November 2020.The Journey, London to Venice on the Venice Simplon-Orient-Express". Luxury Trains . Retrieved 19 August 2017. Major milestone' as Victoria station tunnelling work finishes". Rail Technology

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]

2. Newcastle Central, Tyne & Wear

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. Victorian railway companies fell over each other to use these north-south links. The LCDR, a railway that was always struggling financially, never made quite as much money as it had hoped from its own services over the lines, but it could charge fat fees to other railway operators for using them. As well as being extremely popular for freight trains right up to the 1960s, in late Victorian times a bewildering range of passenger services operated over the lines. 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. 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