69-764: The West London Railway was conceived to link the London and Birmingham Railway and the Great Western Railway with the Kensington Basin of the Kensington Canal , enabling access to and from London docks for the carriage of goods. It opened in 1844 but was not commercially successful. In 1863 the canal was closed and the railway extended southwards on its alignment as the West London Extension Railway , crossing
138-421: A stagecoach shuttle service linking the two parts to allow through journeys to London. The line was officially fully opened on 17 September 1838, with the first passenger train from London to Birmingham arriving that day. The first London-to-Birmingham trains took 5 + 1 ⁄ 2 hours to complete the 112 + 1 ⁄ 2 -mile (181.1 km) journey. It has often been claimed that initially, owing to
207-455: A fixed engine and endless rope are used, for they can and have done so, but because the Company are restricted, by their Act of Parliament, from running locomotive engines nearer London than Camden Town." The railway opened from Euston on 20 July 1837; the stationary engines and rope haulage did not commence until 27 September, and handled all trains from 14 October 1837. Until then, and whenever
276-658: A more direct line from London to Liverpool and Manchester by avoiding the original route through Birmingham. The Rugby and Stamford Railway , a further branch into the Eastern Counties was approved in 1846. In July 1846 the L&;BR merged with the Grand Junction Railway and the Manchester and Birmingham Railway to form the London and North Western Railway , which in turn was later absorbed into
345-525: A normal service was instituted; the passenger stations were at Kensington, Shepherds Bush, an exchange platform at the point of crossing the GWR main line, and at the junction with the London and Birmingham line. The Kensington station was immediately to the north of Counter's Bridge, and the goods connection to the canal basin was on the south side. MacDermot gives a diagram for the "West London Crossing" in 1844;
414-532: A service on 2 June to the Kensington terminus with seven trains each way from and to Harrow. Simultaneously they started running trains from Kensington to and from Camden (Chalk Farm), where there were connections for Fenchurch Street over the North London Railway. The development of the suburbs meant that the time was now right to extend the line southwards to join railways on the south side of
483-408: Is located one mile (1.6 km) outside the town centre, at Boxmoor . Peter Lecount, an assistant engineer of the London and Birmingham railway, produced a number of – possibly hyperbolic – comparisons in an effort to demonstrate that the London and Birmingham Railway was "the greatest public work ever executed either in ancient or modern times". In particular, he suggested that the effort to build
552-725: The Birmingham, Bristol and Thames Junction Railway Act 1836 ( 6 & 7 Will. 4 . c. lxxix) on 21 June 1836 authorising it to build a railway from Holsden Green (later called Harlesden), under the Paddington Canal at Wormholt Scrubbs (later Wormwood Scrubs), under the Uxbridge Road (then the Oxford Road) and under the Hammersmith Turnpike. Construction of the line was much delayed, and meanwhile
621-573: The Birmingham and Derby Junction Railway at Hampton-in-Arden between Coventry and Birmingham. In 1845, the Northampton and Peterborough Railway , a 47-mile (76 km) branch from the main line, was opened from Blisworth . Also in 1845 branch lines, from Bletchley to Bedford and from Leighton to Dunstable , were leased; they opened in 1846 and 1848. The ' London and Birmingham Railway Act 1845 ( 8 & 9 Vict. c. clvi) authorised
690-399: The Grand Junction Railway (GJR), whose adjacent platforms gave an interchange with full connectivity (with through carriages) between Liverpool , Manchester and London. As early as 1823, a company was formed with the objective of building a railway between London and Birmingham, and in 1826, the engineer John Rennie surveyed a route through Oxford and Banbury , a route later taken by
759-653: The Great Pyramid of Giza amounted to the lifting of 15,733,000,000 cu ft (445,500,000 m ) of stone by 1 foot (0.305 m). The railway, excluding a long string of tasks (drainage, ballasting, and so on) involved the lifting of 25,000,000,000 cu ft (710,000,000 m ) of material reduced to the weight of stone used in the pyramid. The pyramid involved, he says, the effort of 300,000 men (according to Diodorus Siculus ) or 100,000 (according to Herodotus ) for twenty years. The railway involved 20,000 men for five years. In passing, he also noted that
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#1732779473543828-466: The Great Western Railway (GWR) was being built across its path. A flat crossing was arranged, and by agreement of 4 February 1837 GWR trains would have precedence with signals and heavy barriers across the BB&;TJR line provided under the control of a GWR man. In 1839 the railway completed purchase of the canal for £36,000, of which £10,000 was in cash and £26,000 in their own shares at face value. As
897-435: The Great Western Railway . In 1829 a rival company was formed by Francis Giles who proposed building a line through Watford Gap and Coventry . Neither company obtained backing for its scheme, and in late 1830 the two companies decided to merge. The new company appointed Robert Stephenson chief engineer, and after preparing a detailed survey, he chose the route through Watford Gap, largely to avoid possible flooding from
966-464: The House of Lords to "the forcing of the proposed railway through the land and property of so great a proportion of dissentient landowners." The L&BR company's first application for an act of Parliament to construct the line was rejected in 1832, due to pressure from landowners and road and canal interests. The railway route proposals through Hertfordshire were modified; a second parliamentary bill
1035-536: The Kilsby Tunnel in Northamptonshire delayed the opening. The first part of the line between Euston Station and Boxmoor ( Hemel Hempstead ) opened on 20 July 1837. Services were extended to Tring on 16 October 1837. On 9 April 1838 the company opened the north end of the line, between Birmingham and Rugby, and the south end from London to a temporary station at Denbigh Hall near Bletchley with
1104-660: The LNWR in 1846. The Warwick and Leamington Union Railway , a branch of almost nine miles (14 km) between Coventry and Leamington, was purchased by the L&BR in 1843 and opened in 1844. From 1840, when the Midland Counties Railway made a junction to its line at Rugby, the L&BR also provided through connections from London to the East Midlands and the North East. It also made connections to
1173-773: The London Midland and Scottish Railway , before finally passing into the hands of the nationalised British Railways in 1948 to become part of the West Coast Main Line as it is known today. The major change to the line during this period was electrification, which was carried out during the mid-1960s as part of BR's Modernisation Plan. Neither of the L&BR's original termini, both designed by Philip Hardwick , has survived in its original form. Curzon Street station in Birmingham closed to passenger traffic in 1854 (the original entrance building remains) when it
1242-481: The River Thames at Oxford. The prospectus for the London and Birmingham Railway offered the following inducements to potential investors: First, the opening of new and distant sources of supply of provisions to the metropolis; Second, Easy, cheap and expeditious travelling; Third; The rapid and economical interchange of the great articles of consumption and of commerce, both internal and external; and Lastly,
1311-506: The GWR and the L&BR to take a joint lease of the line for 999 years. The GWR had ideas of extending the line to cross the Thames to Vauxhall, but this was dropped during the financial collapse of 1848/49. The line was used only to carry coal—the LNWR used it for a considerable traffic to Shepherd's Bush and Warwick Road Basin, Kensington, which was the original canal terminal. Passenger service
1380-472: The GWR interchange; no train called at both, and the "Junction Station" for the GWR is on a terminal line in MacDermot's diagram. Only four Up trains are shown, two each from "G.W. Junction" and "L. & B. Junction". Connections were arranged by the other railways. Timekeeping by trains from the L&BR was very poor, due to the crossing of the GWR; the signalman there had no telegraphic communication, and
1449-610: The L&BR to lease the West London Railway , and this took effect from 1846 (jointly with the GWR ). The West London Railway has opened in 1844 between Willesden Junction and the canal basin at Kensington. The L&BR purchased the Trent Valley Railway in 1846 on behalf of the LNWR ; this fifty-mile (80 km) line connected Rugby on the L&BR with Stafford on the Grand Junction Railway thus creating
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#17327794735431518-567: The LNWR started a 30-minute interval service from Broad Street to Kensington, later extended to the LBSCR Victoria station, and later still to Mansion House, forming the Outer Circle. When the L&SWR opened a branch north-west and then south from Kensington to Richmond via Turnham Green, it started a Richmond to Waterloo service on 1 January 1869. At some date after 1869, the LNWR opened an extensive coal depot in sidings south of
1587-443: The London and Southampton Railway (later the London and South Western Railway: the L&SWR), and,by an act of Parliament of 1859, eliminate the flat crossing at the north end. The latter was swiftly put into effect, with a new line crossing over their main line by a bridge, and a spur line making a connection. In the northwards direction, the spur diverged to the right at the new North Pole Junction; it then swung left, crossing under
1656-562: The River Thames on a new bridge and connecting with the London Brighton and South Coast Railway and the London and South Western Railway south of the Thames. Local and long-distance passenger traffic was carried, and goods traffic exchanging between the connected railways. Passenger traffic declined after 1940, but the line remained open for sporadic freight services. In recent years regular local passenger services have revived
1725-578: The River Thames. The West London Extension Railway (WLER) was created by an act of Parliament in 1859, owned jointly by the subscribing companies. The act authorised the company: to construct (1) a line 4 miles 6 chains in length from a junction with the West London Railway at Kensington, crossing the Thames by a bridge to a junction with the Victoria Station and Pimlico Railway at Battersea; (2) and (3) to branches to connect with
1794-667: The WLR and making connections with it, and the line became home to goods terminals of the several railways making connection. As well as the GWR service from Southall to Victoria, there was from 1 July 1864 a broad gauge service to and from the Hammersmith and City Railway via a new connection at Latimer Road; in 1872 this developed into the Middle Circle between Moorgate and Mansion House, via Baker Street, Addison Road and Earl's Court (Metropolitan District Railway). In September 1867
1863-547: The WLR crosses under the Grand Junction Canal (sometimes referred to as the Paddington Canal) in a short tunnel; there is a "turntable for the exchange of traffic" to the east of the WLR and south of the GWR, with a siding connection from each line to the turntable but no other connection. The timetable for 10 June 1844 shows seven Down (northbound) trains, four to the L&BR interchange and three to
1932-599: The West End of London and Crystal Palace Railway near Clapham [Junction] station, and with the [London and] South Western Railway near the junction of its Richmond branch with the main line; (4) a branch from Battersea to the London and South Western Railway [facing towards Waterloo]; (5) a 27-chain branch to the mouth of the Kensington Canal; a dock in Fulham; and diversion of part of the Kensington Canal belonging to
2001-468: The West London Railway north of King's Road, Chelsea. The LNWR and GWR subscribed £100,000 each, and the London and South Western Railway (L&SWR) and the London, Brighton and South Coast Railway (LB&SCR) subscribed £50,000 each. But Carter refers to additional subscriptions after the opening: By the Act of July 28, 1863, four subscribing companies were authorized to furnish capital (in addition to
2070-448: The business districts; some of these routes were exceptionally circuitous and slow, and in many cases infrequent. With the rise of tube railways in the first decades of the twentieth century, frequent and more direct services became available, and changing lines was acceptable because of the frequency. At the same time electric trams offered competition, with their frequent services. The usage of West London trains declined considerably, and
2139-466: The calls on shares became due some of the shareholders defaulted and arrears soon amounted to £28,000: the company was unable to pay current bills. On 23 July 1840 statutory authority to raise a further £75,000 was obtained in the Birmingham, Bristol and Thames Junction Railway Act 1840 ( 3 & 4 Vict. c. cv), and the opportunity provided by this second application to Parliament was used to change
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2208-617: The company would provide locomotives to Bury's specification, while he would maintain them in good repair and convey each passenger and each ton of goods for a fixed sum at a speed not to exceed 22 + 1 ⁄ 2 miles per hour (36.2 km/h). Bury provided specifications and drawings for a passenger and a goods engine, and by mid-1841 the L&BR was equipped with sixty 2-2-0 passenger engines and thirty 0-4-0 goods engines. They all had inside cylinders and dome-topped fireboxes, and were mounted on inside bar-frames; they were manufactured by seven different firms, including Bury's own. Working
2277-555: The connecting railways that the operation would be terminated; this took effect after 30 November 1844. After closure the Company had considerable debts and outstanding wages due, and the Directors personally advanced money for this; the amount outstanding in January 1845 was said to be £60,000. After the cessation of passenger services, several directors resigned, and there was considerable difficulty in finding replacements. When this
2346-440: The connexion by railways, of London with Liverpool, the rich pastures of the centre of England, and the greatest manufacturing districts; and, through the port of Liverpool, to afford a most expeditious communication with Ireland. The company was created with an initial capitalisation of £5,500,000. Much of the subscribed funds came from Lancashire, where great profits were being made in the cotton industries. The construction of
2415-425: The cost of the railway in penny pieces, was enough to more than form a belt of pennies around the equator; and the amount of material moved would be enough to build a wall 1 foot (305 mm) high by one foot wide, more than three times around the equator. The line had been planned to open at the same time as the Grand Junction Railway which entered Birmingham from the north. However great difficulty in constructing
2484-484: The curve to the LB&;SCR side of Clapham Junction; the depot was named Falcon Lane . On the inside of the curve, between it and the LB&SCR main lines, there were a small group of stabling sidings known informally as Pig Hill Sidings , used for exchange of goods vehicles between the LNWR and the LB&SCR. In the nineteenth century there had been a demand for through trains from Kensington and Chelsea to all parts of
2553-457: The early 1830s. Their London terminals would be on the north-west margin of London, and at that time they considered it essential to have a connection to the London docks east of London Bridge: a railway to a canal connected with the Thames might serve this purpose. In February 1836 the canal proprietors accepted an offer for their canal from the new Birmingham, Bristol and Thames Junction Railway . The railway company obtained an act of Parliament,
2622-487: The great Western road." It had been intended that the canal would be extended further north to the Grand Junction Canal but the cost of the section built was much more than estimated. The canal was tidal, like the Thames, and the traffic and income from it were substantially less than hoped for, and the extension was dropped. The London and Birmingham Railway and the Great Western Railway were projected in
2691-501: The guard of an LNWR train was killed. There were "heavy barriers" protecting the GWR from trains on the WLR at the crossing, and signals on the GWR. There was another signalman to operate a distant signal a mile west, in Acton Cutting. He was to repeat the indication of the crossing signal, by visual observation. The collision took place on a dark morning, when a GWR goods train ran into a LNWR train crossing its path. The LNWR train
2760-471: The lack of power available to early locomotives, trains from Euston were cable-hauled up the relatively steep incline to Camden by a stationary steam engine . However, this was denied by Peter Lecount , one of the L&BR engineers, who wrote in his 'History of the Railway connecting London and Birmingham' (1839), page 48: "It is not because locomotives cannot draw a train of carriages up this incline that
2829-406: The land to lay its own railway. This seems to have involved conflict, and the company only got possession in 1843, having paid a sum in compensation. There is no suggestion that there was any intention to use the system on the line. The line finally opened on Whit Monday 27 May 1844, and for two days a 30-minute interval passenger service operated between Wormwood Scrubs and Kensington. Subsequently,
West London Railway - Misplaced Pages Continue
2898-616: The line by contract never worked in practice, because of the unforeseen ever-increasing traffic and the demand for higher speeds, so in July 1839 the contract was annulled, and thereafter Bury was engaged as manager of the Locomotive Department in the normal way, on a fixed salary with a profits bonus. By the end of the L&BR's separate existence in July 1846, the total stock was about 120 locomotives; some six-wheeled engines had been acquired, but some of these proved inferior to
2967-586: The line was the subject of much opposition by landowners, who organised a campaign in the early 1830s to prevent the L&BR from driving a line across their estates. Turbulent public meetings were held in towns in west Hertfordshire to protest against the project, including one held at the King's Arms public house in Berkhamsted . Another was held in Watford which was attended by wealthy and influential peers of
3036-487: The line, from Willesden Junction to Kensington Olympia and on to Earls Court, was electrified by the LNWR in 1915, but passenger use of the line dwindled under competition from road transport and the London Passenger Transport Board lines, and passenger services were discontinued after bomb damage in 1940. London and Birmingham Railway The London and Birmingham Railway ( L&BR )
3105-660: The line. The branch to the WLR at Old Oak Common was known as "the Victoria Branch" Mixed gauge was also provided to the WLER platforms on both the L&SWR and the LB&SCR sides of Clapham Junction, although it is unlikely that the LS&;WR side ever carried a broad-gauge vehicle. In autumn 1866 the broad gauge service to Victoria was cut back to Chelsea Basin, and broad gauge passenger services ceased in 1875. The broad gauge rails were removed by 1890. The infrastructure at
3174-542: The name to the West London Railway Company. Money was still scarce, and it was not until 1843 that the company managed to clear its bills. Construction was further delayed, resumed in March 1843. In 1839 Samuel Clegg and Jacob Samuda, approached the company for permission to use its uncompleted line for trials of their atmospheric system, with stationary engines exhausting air from a pipe laid between
3243-409: The new high-level line and jointing the GWR main line in the direction of Reading. The through line to and from Willesden had previously passed under the Paddington Canal, with a 1-in-36 gradient to get down to the low level; it now crossed it by a bridge, the new alignment displaced a little to the west. This was timely, for in 1862 an International Exhibition opened in Kensington, and the LNWR started
3312-524: The old passenger station received listed building status in 1952. Mitre Bridge Exchange railway station Mitre Bridge Exchange was a railway station in Old Oak Common in the parish of Hammersmith , Middlesex , England, which was opened on 27 May 1844 but closed on 1 December 1844. It was also referred to as The Great Western Railway Crossing Station (in an inspection report) and Great Western Junction (in an L&B notice). It
3381-485: The original capital of £105,000) to the extent of £50,000 each by the London and North Western and Great Western Railways, and £25,000 each by the London and South Western and London, Brighton and South Coast Railways; these four companies having previously subscribed £105,000 between them. The new line opened on 2 March 1863. The LNWR and the GWR leased the original WLR between them. At this time Samuel Carter served as solicitor, as he had done as early as 1845. The line
3450-548: The original four-wheelers. The locomotive workshops were established in 1838 at Wolverton , roughly halfway between the two termini at London and Birmingham. These workshops remained in use for locomotive repairs until 1877, but had been gradually taken over by the Carriage Dept from 1864, and remained as a manufacturing facility up until the 1980s; today just a few parts of the original Wolverton railway works are used solely for rolling stock maintenance and repair. When
3519-411: The rails; a carriage on the train carried a piston inside the pipe and the air pressure provided tractive force. Part of the trackbed for about a half mile south from the GWR crossing was allocated to them, and they started demonstrations on 11 June 1840, having laid their own track. Trials and public demonstrations continued intermittently into 1842, and at length the railway company wanted possession of
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#17327794735433588-451: The railway was fully opened, it had sixteen intermediate stations between London and Birmingham. The "first-class" stations (served by all trains) were at Watford , Tring , Leighton , Wolverton , Blisworth , Weedon , Rugby and Coventry . Additionally, "second-class" intermediate stations (served by slower second-class trains only) were at Harrow , Boxmoor , Berkhamsted , Bletchley , Roade , Crick , Brandon and Hampton . Roade
3657-494: The realm who had property interests on the planned route of the line: the Earl of Essex was keen to protect his Cassiobury Estate from invasion by the " iron horse ", as was the Earl of Clarendon , who owned The Grove Estate . The anatomist Sir Astley Cooper was also in attendance, intent on preventing the new railway from cutting across his Gadebridge Estate. On 22 June 1832, Lord Brownlow of Ashridge voiced his opposition in
3726-456: The rope system was stopped for repairs, locomotives hauled the trains up the incline. From November 1843 some expresses were worked without recourse to the rope, and from 15 July 1844 the rope working ceased permanently. Initially, it was decided that it would be cheaper to work the railway by a contractor, and Edward Bury was chosen and awarded the contract in May 1836. The contract stipulated that
3795-513: The south end may have been lavish, but the initial train service was a little more modest: In 1869 the new much-extended Kensington (Addison Road) station opened; it is said to have had the first scissors crossovers in a station installed at that time. Addison Road became the focus of a complex pattern of services to the Cities of London and Westminster, encouraging residential housing for businessmen. Several new railway lines were built intersecting
3864-469: The southern end of the new line, it divided to give through running in several directions: Clapham Junction station was opened on the same day as the WLER and had plenty of accommodation for each of the railways. The LC&DR took the opportunity to build a line from the WLER platforms partly paralleling the WLER line to Longhedge Junction and onward, apparently intending to give connections to Ludgate Hill. The WLER had stations at Chelsea and Battersea, and
3933-496: The terminal station at Kensington was extended and rebuilt some distance to the north; it had one long platform on the east side of the line. There was a goods station at Lillie Bridge and a short branch to Chelsea Basin. (Chelsea Basin was the remaining stub of the canal, at the confluence with the Thames.) Mixed-gauge track was provided from the GWR junction via Longhedge Junction to Victoria (LC&DR station), and from 1 April 1863 GWR trains from Southall to Victoria operated over
4002-468: The traffic on the line. The short "Kensington Canal" was opened on 12 August 1828, running from the River Thames a little west of Battersea Bridge to a basin near Kensington Road and Uxbridge Road, in a relatively undeveloped area to the west of London. The Times reported that "the canal runs from the Thames, near the Battersea-bridge, directly north two miles and a quarter, terminating close to
4071-674: The train service was reduced accordingly. The onset of the Second World War brought this decline to a head, and the LMS (as successor to the LNWR) electric services from Willesden ceased on 3 October 1940. On 20 October 1940 the steam services ended, together with the London Transport service from Edgware Road via Earls Court, and Battersea, Chelsea & Fulham and West Brompton stations were closed. On 19 December 1946 Addison Road
4140-681: Was a railway company in the United Kingdom , in operation from 1833 to 1846, when it became part of the London and North Western Railway (L&NWR). The 112-mile (180 km) railway line which the company opened in 1838, between London and Birmingham , was the first intercity line to be built into London. It is now the southern section of the West Coast Main Line . The line was engineered by Robert Stephenson . It started at Euston Station in London, went north-west to Rugby , where it turned west to Coventry and on to Birmingham. It terminated at Curzon Street Station , which it shared with
4209-629: Was approved in May 1833 as the London and Birmingham Railway Act 1833 ( 3 & 4 Will. 4 . c. xxxvi), and the line received royal assent . Construction began in November of that year. The line would follow the River Bulbourne instead of the River Gade , skirting around the edge of Hemel Hempstead to protect Sir Astley Cooper's interests; for this reason, Hemel Hempstead railway station
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#17327794735434278-466: Was being propelled, as "there were no means of running round on the West London". The GWR train consisted of "68 waggons with the only guard's van next the second engine". This may have been the motivation for the owners to consider improving the line. The GWR seems to have taken the lead, obtaining authority in an act of Parliament to double the line and extend it south over the River Thames to join
4347-512: Was done, the new directors "found the affairs of the company in a state of far greater embarrassment and difficulty than they had anticipated". Debts now amounted to £60,000, and the contractor had filed a bill in Chancery for non-payment of a debt: the line had been seized and advertised for sale. The line was now closed, but by agreement of 11 March 1845 the L&BR started to run occasional goods trains. An act of Parliament of 1845 authorised
4416-404: Was instructed not to allow a WLR train to cross if a GWR train was expected or overdue. The line was single track, with mixed gauge south from the GWR. There was no through running line there: access for wagons was through a siding and a wagon turntable. The passenger operation was not well used, and in some weeks only 50 passengers travelled. The line was losing £50 a week, and notice was given to
4485-498: Was later redesignated as first-class due to its stagecoach connections. From about 1844 platforms were opened at Camden for tickets to be collected on southbound trains. This became a public station in 1851. The first branch from the main line was the Aylesbury Railway at Aylesbury Railway Junction , seven miles (11 km) of single track, which opened in 1839 and was leased to the L&BR until purchased outright by
4554-419: Was not re-introduced. However they did nothing to develop the business of the line until in 1849 the WLR sought an arbitration judgment against them, which they got. In 1854 an act of Parliament was obtained under which the company's operation was vested in the LNWR, as successor to the London and Birmingham Railway from 1846, and the GWR. There was a collision at the crossing with the GWR in November 1855, and
4623-483: Was on the alignment of the defunct Kensington Canal, crossing the Thames by New Battersea Bridge (known locally as Cremorne Bridge ). In these days long before street tramcars and tube railways—the world's first Underground railway, the Metropolitan Railway opened earlier in 1863—the provision of through trains to all possible destinations seemed to be desirable, even if the frequency was very low. At
4692-545: Was renamed Kensington (Olympia) and supported a special London Transport service when public exhibitions were in progress. There was also a limited unadvertised steam service from Clapham Junction in connection with the offices of the Post Office Savings Bank. About 30 goods trains passed each way daily. Although the line had potential for through long-distance passenger services, this never materialised except in very limited volumes. The northern section of
4761-445: Was replaced by New Street station and the original Euston station in London was demolished in 1962 to make way for the present structure which opened in 1968. On the closure of Curzon Street as a passenger station, the site became the London and North Western Railway goods depot (Birmingham) and became fully operational in 1865. The Curzon Street goods site continued railway operations as a parcel depot until 1966. The remaining parts of
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