21 YEARS of the RAILWAY HERITAGE TRUST

Railway Heritage Trust 40 Melton Street, London NW1 2EE

Tel: 020 7557 8598 Fax: 020 7557 9700e-mail: [email protected]

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Cover photo: Sir Matthew Digby Wyatt’s1878 entrance to Bristol Temple MeadsStation (see page 54).

Inside front cover: Mocatta’s twin pavilionsat one end of the London & BrightonRailway’s Balcombe Viaduct of 1841 (see page 28).

Inside back cover: Disused and derelict fornearly 130 years, the entrance to the SouthEastern Railway’s temporary Blackfriarsterminus (1864 to 1869) on the line toCharing Cross was revealed and restored in2006.

Outside back cover: The North EasternRailway signal box of 1901 at Haltwhistle(see page 91).

Frontispiece: W N Ashbee, architect of theGreat Eastern Railway, created this buildingin the French Renaissance style for the frontof Norwich Thorpe (now plain Norwich)Station when it was relocated and rebuilt in1886. The domed roof is covered in zincscales which were renewed in 1998 (see page 14).

Right: The elegant entrance foyer to 1Neville Street, the North Eastern Railway’sAccountant’s Offices. Opened in 1873 at thewest end of the long frontage of NewcastleStation (see page 74), the foyer was addedby the NER’s architect, William Bell, in1884.

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Published by the Railway Heritage Trust, March 2007Research and text by Richard HornePhoto selection by Milepost 921⁄2Design by Geoffrey WadsleyPrinted in England by Ian Allan (Printing) Ltd, Hersham, Surrey KT12 4RG

Copyright Railway Heritage Trust 2007. All rights reserved. No part of this publication may be reproduced,stored in a retrieval system or transmitted, in any form or by any means: electronic, mechanical,

photocopying, recording or otherwise, without the prior written permission of the publisher.

The illustrations used in this book come entirely from the Trust’s photographic collection, which is derivedfrom a variety of sources. Many photographs were originally commissioned from Milepost 921⁄2, Rail Images

or The Railway Picture Library primarily for Annual Reports. Where known, the work of otherphotographers is individually credited. Where the provenance of the photographs is not known, the Trust

regrets that the individuals concerned remain anonymous, but gratefully acknowledges the contribution thattheir pictures have made.

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Foreword

BRITAIN’S BUILT HERITAGE is as variedas any in the world. Its architects,designers and engineers have drawnupon centuries of experience to

create a huge variety of buildings andstructures which provide an invaluable insightinto much of the economic and social historyof our land. All manner of materials have beenused, including natural and local resources,those emerging from industrialisation and,latterly, those produced by late 20th Centuryand early 21st Century high tech processes.These advancements, together withdevelopments in construction methods, haveled to an array of buildings and structureswhich increasingly are becoming recognised as being of significant value and interest to the nation.

Railway architecture, although less than 200 years old, displays its own vast variety ofdesign, style and vision, enriching not only therail traveller’s experience but also that of thegeneral public.

Richard Trevithick’s early experiment atCoalbrookdale led to the opening of theStockton & Darlington Railway in 1825 andfor the next 50 years the railway networkspread throughout the country making the19th Century undoubtedly the age of therailway. During that exciting period railwaysspread throughout the country as rivalinvestors competed for business, not always tothe benefit of the business bottom line. Some9,000 stations, 1,000 tunnels and 60,000bridges were constructed in addition to a largerange of ancillary buildings such aswarehouses, carriage sheds and locomotivedepots, signal boxes, water towers, offices and hotels.

Leading architects, engineers andcontractors were attracted by the fame andprestige, not to mention fees and salaries,which were associated with this new era ofopportunity. The on-going benefit to ourheritage is a rich legacy of well designedbuildings and structures which has largelystood the test of time – over 175 years in some instances.

The second half of the 19th Century and theearly years of the 20th saw a tremendous

growth in rail use. During this period therailways’ power and prestige were expressed inthe construction of many ambitious buildingsand structures that were needed toaccommodate the ever increasing business. Atthe start of the period – the age of the CrystalPalace and the Great Exhibition of 1851 inHyde Park – significant examples of pioneeringstructures were completed. Their constructioninvolved the use of what was then the latesttechnology and an unlimited supply of cheaplabour; men prepared to live on the job in farfrom ideal conditions, who still producedgenerally high standards of workmanship.Excellent examples of such achievementsinclude Dobson’s Newcastle Central Station,Brunel’s Paddington Station and Stephenson’sHigh Level and Royal Border Bridges.

Whilst hardly anything physical remains ofthe Great Exhibition today, much of therailway infrastructure which brought millionsof visitors to the Crystal Palace in 1851 stillsurvives in daily use. Bristol Temple Meads,Paddington, St Pancras and Huddersfieldrailway stations compare favourably with ourgreat country houses, cathedrals and othersignificant buildings. The great architecturalpractices of the day were involved; the hotel atSt Pancras, for example, was the work of SirGeorge Gilbert Scott, famous also for thesplendid Albert Memorial in Hyde Park, whilethe Charing Cross Hotel was designed byEdward M Barry, the younger son of SirCharles Barry, architect of the Houses ofParliament. Civil engineers also played theirpart with, for example, Brunel’s Royal AlbertBridge across the Tamar and Stephenson’stubular Britannia Bridge over the Menai Strait.

In contrast to the 19th Century, the secondhalf of the 20th Century witnessed a period ofdecline for the railways. The second world warinflicted a huge toll on the railways and fromthen until the early 1980s the nation’s concernfor its railways’ built heritage was far frombeing regarded as a high priority. There is nodoubt that the situation was not helped by thelack of clear objectives for the industry as itlurched from one Transport Act to another,each conceived to address yet another apparentfinancial crisis. Building and structure

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maintenance and renewal budgets were cutand significant numbers of heritage buildingswere lost through demolition and/orrationalisation.

The demolition of the great Doric Arch atEuston in 1961 was an act that caused outrageand may well be regarded as a watershed afterwhich the nation’s Victorian heritage began toassume greater importance. It wasn’t until1981, however, that the then Secretary of Stateresponsible for the built heritage decided that arecord of the nation’s rich heritage should beassembled and published. The British RailwaysBoard, conscious of the quality and variety ofrailway heritage, responded positively.

In October 1984, at a conference organisedby the Royal Society of Arts’ Cubitt TrustPanel to address ‘The Future of the RailwayHeritage’, Robert Reid, Chairman of theBritish Railways Board, announced theformation of the independent RailwayHeritage Trust. By making £1 million availableto the Trust, the Board gave a furtherdemonstration of its commitment to theconservation of the railways’ built heritage.

The Board’s view that a respected andmaintained heritage can complement anefficient and modern railway business was awelcome vision indeed and is as valid now asit was in 1984.

In April 1985 the Railway Heritage Trustbecame operational. It was established as anindependent registered company limited byguarantee and was supported at that timewholly by the British Railways Board.

The remit for the Trust was in two parts. ‘The conservation and enhancement of railwaybuildings and structures which are listed orscheduled and are of special architectural or

historical interest’ and ‘to act as a catalystbetween outside parties and owners in theconservation and alternative use of non-operational property, including the possibletransfer of responsibility to local trusts orother interested organisations’. That remit stillapplies today.

A Board, chaired by The Hon WilliamMcAlpine, and comprising Marcus Binney,Simon Jenkins and Leslie Soane (ExecutiveDirector) was established together with anAdvisory Panel of some 30 highlyknowledgeable and influential members to aidthe Trust’s business.

Despite huge changes in the railway industrysince 1985, including ‘privatisation’, the Trustcontinues to play a significant role inconserving the nation’s built heritage. In the 21years since its formation there have beenrelatively few changes in Board and employeemembers. The Hon Sir William McAlpine, Bt,Marcus Binney and Jim Cornell (ExecutiveDirector) are the present directors andfinancial support now comes from NetworkRail and BRB (Residuary) Ltd and is nowtwice the level it was in 1985.

Since that time, the Trust has awardedgrants worth £30.83 million to well over1,000 projects. The grants awarded haveattracted external funding of a further £36.79million.

This book represents a selection of the workin which the Trust has been involved in its first21 years of operation and demonstrates thehuge variety and quality of railway heritagewhich, in itself, forms a significant part of thenation’s built heritage.

Jim CornellMarch 2007

Directors1985 to Present The Hon Sir William McAlpine, Bt1985 to Present Marcus Binney1985 to 1996 Leslie Soane1985 to 1991 Sir Simon Jenkins1991 to 1993 Professor Sir Frederick Holliday1993 to 2002 Christopher Jonas1996 to Present Jim Cornell

Company Secretary1985 to 1992 John Bonar1992 to 2000 Richard Tinker2000 to Present Richard Horne

Administration1985 to 1992 Sarah Murgatroyd1992 to Present Claire Pickton

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The refurbished porte-cochère linking MaryleboneStation (London’s lastterminus, opened by theGreat Central Railway in1899) to what is now theLandmark London Hotel.Independently owned, the

hotel became railwayproperty in 1945. Convertedto offices, it washeadquarters of the BritishRailways Board from 1948to 1986 when it was soldand (totally refurbished)became an hotel once again.

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Designed by James Drabblein Jacobean style, theManchester, Sheffield &Lincolnshire Railway’sWorksop Station wasextended in 1900 by theGreat Central Railway(successor to the MS&LR)in the same style to createan extraordinarily longfrontage. Restoration in1990 was followed byreinstatement of the clock in1995 (see page 24).

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Not a Florentine villa, but Gobowen Station.Designed by the Chester architect T MPenson, it was opened by the Shrewsbury &Chester Railway in 1848. Its sparklingappearance belies the fact that beforerestoration work, completed in 1989, it wasa picture of neglect. Derelict interioraccommodation was transformed intocommercial offices and, subsequently, thebuilding itself has been sold into privateownership.

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Unique as the last remainingexample of the ‘roadside’stations designed by I KBrunel for the Great WesternRailway, Culham wasopened in 1844 on the, then,branch line to Oxford.Restored for office use, as

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the station is now unstaffed,the interior retains manyVictorian features.

The Trust provides annualfunding towards theconservation of the pricelesscollection of GWR ‘BrunelEra’ drawings held by

Network Rail, and amongthem is that of Culhamshown below (see also page94).

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The London & GreenwichRailway, the Capital’s first,opened throughout in 1838.Mostly on a brick viaduct, itwas intended that the archescould be used for housing,but damp and noise dictatedotherwise. Many have sincebeen used for storage andindustrial use. AtMechanics’ Path (renamedResolution Way) inDeptford, Spacia upgradedthe arches and it is one ofmany such improvementschemes, nationwide, thatthe Trust has helped fund.

The link betweenWolverhampton’s rival 1852High and 1854 Low LevelStations (London & NorthWestern and Great WesternRailways respectively)includes a subway and thiscolonnade under theL&NWR viaduct. Althoughthe Low Level Station closedin 1973 (and High Level isnow simply WolverhamptonStation), the link remains animportant feature in theredevelopment of the LowLevel site and has beentransformed from a darkand threatening area to oneof airiness and light.

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From the opening of its firststation in 1830, the rapidgrowth of Middlesbroughnecessitated its replacementthree times culminating inWilliam Peachey’s Gothictour de force, completed forthe North Eastern Railwayin 1877. A single Germanbomb destroyed the greattrain shed in 1942, butfurther depredations led to aseries of restoration projectsfrom 1985. The main tickethall had been brutallytreated and the restoredfrontage is shown here, withthe reordered interior shownopposite. Work to theadjacent Albert Bridge isshown on page 19.

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Manchester, Sheffield &Lincolnshire Railway) on thesite of an earlier station of1842. As part of the massivereconstruction carried outby Railtrack, completed in2002, the Trust helped with

Manchester PiccadillyStation (originallyManchester London Road)shown above, was built in1866 by the London &North Western Railway(although shared with the

At Brunel’s London terminusof the Great WesternRailway at Paddington,opened in 1854, thearchitect Sir Matthew DigbyWyatt assisted withdecorative elements. Shownleft are his arabesquetraceries, fitted within theribs of Brunel’s iron arches,following refurbishment ofthe train shed roofs in 1999(see page 21).

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the repair of the columncapitals and filigreebrackets, as well as withother elements of thetransformation (see page88).

Great train shedroofs

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Few platform canopies canequal those of the MidlandRailway for elegance andlightness. Typical (andcomplete) are those of 1876shown above at SkiptonStation, following completerestoration in 1994.

Very different is thecantilevered canopy over thedownside entrance of theLondon & South WesternRailway’s 1885reconstruction ofBournemouth Station shownhere. Shown above is theunique train shed roofstructure, long threatenedwith demolition, but bravelytackled and restored byRailtrack in 2001/02 (see page 65).

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Reconstructed in 1895 tothe design of CharlesTrubshaw, the clock towerof the Midland Railway’sLeicester Station wascleaned and repaired in2006. The station porticohad been previously restoredin 1985.

Pedimental clock andwindow details on the frontof Norwich Stationfollowing restoration workin 1998. Designed by W NAshbee, this station wasbuilt by the Great EasternRailway in 1886 (seefrontispiece and page 2).

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Darlington’s second station,designed by William Bellwith a three arched trainshed, was opened by theNorth Eastern Railway in1887. The glazed endscreens were refurbished aspart of a major roof renewalproject.

Cleaned and refurbished in2001, Paul Hamilton’sdesign for the BirminghamNew Street Power SignalBox remains today aspowerful a symbol of themodernised railway as it didwhen constructed in 1966.

Overleaf: Brunel’s iconicRoyal Albert Bridge atSaltash was opened in May1859, four months beforehis death. Inscriptions ‘I. K.BRUNEL ENGINEER 1859’were added to the outerfaces of the two cast ironlandward piers, as amemorial to him, but from1921 were partially coveredby maintenance gantries. In2006, to celebrate the 200thanniversary of Brunel’sbirth, new accessarrangements wereprovided, allowing thegantries to be removed andthe inscriptions to be fullyrevealed.

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Railways in the Dulwicharea of London passedthrough the lands of Alleyn’sCollege, which insisted on acertain aesthetic quality forbuildings and structures.Hence the elaborate designin cast iron for the London,Chatham & DoverRailway’s bridge overTurney Road and the largeplaque (bottom left) in thebridge parapet opposite theLondon, Brighton & SouthCoast Railway’s NorthDulwich Station. The shieldwith chevron and the letters‘AC’ relate to Alleyn’sCollege; the shield at left isthat of the LB&SCR.Following damage byvehicles, one side of theTurney Road bridge was recast and replaced in 2003.

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The ornateness of the NorthEastern Railway’s AlbertBridge in Middlesbroughwas undoubtedly due to itsbeing an integral part of thegreat Gothic station (theplatforms cross over it) builtin 1877. The grandeur ofthe station, itself, was aresponse to the pride theNER felt in the town that ithad created (see page 10).The bridge was repaired,repainted and imaginativelyrelit in 2003.

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The fine Art Deco northconcourse at Leeds CityStation (now plain Leeds),built by the London,Midland & Scottish Railwayin 1938, was a first step inlinking Leeds Wellingtonand Leeds New Stations intoa single entity. The direstation reconstruction of

1967 relegated it to use as acar park, but the splendidsecond reconstruction byRailtrack, completed in2002, restored the concourseand transformed it into avibrant area. The workincluded restoration of asurviving Art Deco shopinterior.

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Although Brunel designedthe Great Western Railway’sPaddington Station, openedin 1854, Sir Matthew DigbyWyatt added decorativedetails, including the finestrap iron arabesque traceryon the end screens of thethree arched vaults thatformed the original trainshed. Long missing, theTrust funded replacement ofthe tracery at the south eastend, as part of Railtrack’s

redevelopment of the ‘lawn’area as a retail complex in1999. Shown is the traceryin the central and largest ofthe aisles (see page 12).

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The opening by QueenVictoria in 1850 of theNorth Eastern Railway’sRoyal Border Bridge overthe River Tweed at Berwick-upon-Tweed, established acontinuous rail link betweenEdinburgh and London.Designed by RobertStephenson, it stands 120feet high and 720 yardslong. Substantial repairswere carried out to 15 of its28 arches over the threeyears to 1996.

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The North British Railway’sWest Highland Extension,opened in 1901, was builtby Robert (later Sir Robert)McAlpine, whose pioneeringuse of concrete for viaductsearned him the sobriquet‘Concrete Bob’. Glenfinnan,the longest viaduct, wasrepaired in the 1980s.

The upper insetphotograph shows theprivate saloon of SirRobert’s great grandson, SirWilliam McAlpine (who isthe Trust’s Chairman) on theviaduct in 1986 at aceremony to namelocomotive 37425 ‘SirRobert McAlpine’ on oneside and ‘Concrete Bob’ onthe other.

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1 Darlington (North EasternRailway 1887)

2 Worksop (Manchester,Sheffield & LincolnshireRailway 1849)

3 Brighton (London,Brighton & South CoastRailway 1883)

4 Nuneaton (London &North Western Railway1915)

5 Eastbourne (London,Brighton & South CoastRailway 1886)

6 Bushey (London & NorthWestern Railway 1912)

7 Darlington (North EasternRailway 1887)

8 Bognor Regis (London,Brighton & South CoastRailway 1902)

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Alston Arches, built over theRiver South Tyne in 1851 bythe Newcastle & CarlisleRailway, was the first ofseven viaducts on the branchline south from Haltwhistleto Alston (see also page 77).Closed in 1976, the southend of the line is now thenarrow gauge SouthTynedale Railway, while thenorth end, utilising theAlston Arches, repaired byNorth Pennines Heritage Ltdin 2006, is now a cycle andwalkway.

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The Great Eastern Railway’sbranch line of 1843 toHertford was extendedcloser to the town centrewhen the present stationwas opened in 1888.Designed by W N Ashbee, it

displays features similar tothose found on his station atNorwich, opened two yearsearlier (see frontispiece andpages 2 and 14). It wasrenamed Hertford East in1923 to differentiate it from

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Boston Station, built in1848 for the opening of theGreat Northern Railway’sPeterborough to GreatGrimsby line, was designedby Lincoln architect HenryGoddard. The entrance wasthrough a five archedportico but, followingenlargement of the stationwith a new entrance in1911, the portico wasmutilated with the outerarches removed and theremainder infilled.Renovation and reorderingof the station in 1993 led tothe original entrance beingreinstated and the porticorestored to its former glory,complete with ball finials.

Hertford North, the GreatNorthern Railway’s stationof 1858. Restoration of thecanopies, building and twoporte-cochères took placeover several years to 2000.

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One of the country’s greatestprovincial stations, Carlislewas designed in neo-Tudorstyle by Sir William Tite as ajoint station for theLancaster & Carlisle andCaledonian Railways,although it was later used(pre 1923) by seven railwaycompanies. Built from 1847to 1850, a feature of thefrontage is the clock tower,for which a clock wasbought from Conscliffe ofLiverpool in 1853. Unusualfor a railway clock in that itstrikes the hours and hadsurvived unmodified, it wascompletely overhauled in2000.

Scarborough Station, openedin 1845 by the York &North Midland Railway(part of the North EasternRailway from 1854) to aclassical design by G TAndrews, was enlarged andremodelled by G W Bell in1883. On the front, threenew classical pavilions, withglazed awnings in-between,respected Andrews’ design.However, to achieve visualimpact for the station, aclock tower was built,sprouting from the centralpavilion in an incongruous,but rather splendid, Baroquedesign. The station hasbenefitted from severalrestoration projects over thelast fifteen years; one beingrepair of the clock in 1993.

Station clocktowers

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Balcombe Viaduct, over theOuse Valley, is the finest inSouthern England and oneof the most elegant inBritain. Opened by theLondon & Brighton Railwayin 1841, it was built to thedesign of the line’s engineer,John Urpeth Rastrick. Thedetailing of the Caen stonecornice, balustrading andItalianate pavilions (four ateach end) (see also page 2)was contributed by thearchitect, David Mocatta.Construction materials weresupplied by barge up theRiver Ouse, although todayit is little more than astream. Repaired byRailtrack in a rollingprogramme over four yearsto 1999, the specialistcontractor took great care insourcing replacement stone.The illustration showingscaffolding while the workwas in progressdemonstrates the magnitudeof the restoration work.

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The repaired MidlandRailway lattice footbridge atStamford Station. It isclearly of later date than themain station building,opened in 1848 by the MRcontrolled Syston &Peterborough Railway.

A very different design oflattice footbridge is this1866 North British Railwayexample removed fromDrem (east of Edinburgh)and re-erected in 1993 at theformer Midland RailwaySettle Station on the nowfamous Settle & Carlisleline, opened in 1876 (seepages 52, 66 and 67). Thelamps are new ones made toan original MR design(except now electrically lit)and are the standard forstations on the line.

Footbridges

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Designed by William Tress,the Italianate St LeonardsWarrior Square Station wasopened by the South EasternRailway in 1851 on its linefrom London to Hastings.Lying in a naturalamphitheatre between twotunnels, the entire stationsite has been tidied andsurrounded by spear-toprailings. The schemeincluded realigning andwidening this path downfrom London Road,formerly unkempt anddangerously straight.

These gates to the formerstation yard at FarnboroughNorth, on the South EasternRailway’s 1851 Reading,Guildford & Reigate line,were renovated in 1992.They clearly demonstrate theattention to detail that wasthe norm in Victorian timesfor even the most mundaneof items.

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The twin towers of London’sCannon Street Station, 1866City terminus of the SouthEastern Railway, are aprominent feature of theThames riverside. Designedby Sir John Hawkshaw, theyoriginally flanked an archedtrain shed of 190 feet spanbut, bomb damaged in thewar, it was demolished inthe 1950s. A project torepair and clean the towers,completed in 1986, includedthe reconditioning andapplication of gold leaf tothe two weather vanes, the

arrows of which are fret cutto read ‘SER 1866’. Bombblast had blown one of thefour cwt stone ball finials atthe foot of the east towerinto the Thames. This wasrecovered at low tide,

cleaned and reinstalled.Since the photograph wastaken an office block, ofunbelievably unsympatheticdesign, has been built overthe platforms between thetowers.

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The elegance of canopies onthe Midland Railway hasalready been referred to (seepage 13) and KetteringStation has fine examples.The original design of ridgeand furrow canopy is foundon the 1857 island and westside platforms (shown atleft), but the finer designwith hipped ends is found

Manchester. Renovation ofthe east side buildings andcanopies, coupled withreplacement of the subwayby a footbridge, wascompleted in 2001.Restoring glass to the oldercanopies, in place of thepresent GRP sheeting,awaits a future scheme.

on the platform andentrance canopies of themain building of 1895, onthe east side. It was designedby Charles Trubshaw, whosefavoured use of terracottadecoration is apparent here,as it is also on his majorprojects, Leicester Station(see page 14) and theMidland Hotel in

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Currently being transformedinto London’s Eurostarterminal, St Pancras Stationwas opened in 1868 whenthe Midland Railwaycreated its own route intoLondon from Bedford,instead of sharing the GreatNorthern Railway’s line intoKings Cross. The MRdirectors required aprestigious design and, infront of W H Barlow’smagnificent arched train

shed (the world’s largestspan at the time), Sir GeorgeGilbert Scott created for thestation entrance and hotelan extravagant Gothicfantasy, embodying everysuch style from EarlyEnglish, through Flemishand French, to Venetian.The commensurate costcaused the hotel to bereduced by one storey, theoffices by two and the clocktower lowered. The interior

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was equally fantastic andover the grand staircase theceiling was decorated byAndrew BenjaminDonaldson with eight panelsdepicting the Virtues and theMR’s coat of arms, all undera star spangled sky. Thehotel became offices in 1935and disused from 1985.After a tentative start in the1970s British Railundertook an £8 millionrenovation scheme of theScott building from 1993.This included restoration ofDonaldson’s panels, whichhad been damaged by waterpenetration and discolouredby layers of varnish.

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The Tudor Gothic frontageof Paisley Gilmour StreetStation was inspired by thenearby jail and CountyOffices, both nowdemolished. Opened in1840, it was briefly theterminus of the Glasgow,Paisley, Kilmarnock & AyrRailway before the line wasextended to Glasgow, BridgeStreet. Enlargement of thestation in 1890 retained thefrontage, which was restoredin 1997, with further workin 2001. This includedreconstruction of CountySquare (facing the station)with modern lighting,landscaping and sculpture.

The North British Railway’sBerwick-upon-TweedStation, at the north end ofthe North Eastern Railway’sRoyal Border Bridge (seepage 22), was the end-onjunction between the twocompanies. Opened in 1846(four years before thebridge), it was rebuilt by theLondon & North EasternRailway after the 1923grouping, but in a veryScottish style (using a pre-war NBR design).Improvements to the stationbuildings were followed byremodelling and restorationof the forecourt byNorthumberland CountyCouncil in 2005, using highquality finishes andreinstating the elegant stonegate posts.

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The early stations on theWolverhampton toShrewsbury line were unlikeother Great WesternRailway ones as they weredesigned by Edward Banksfor the Shrewsbury &Birmingham Railway,opened in 1849, but takenover by the GWR five yearslater. A typical example isthat at Albrighton which bythe 1990s was disused.Restoration of the exteriorand total renovation of thederelict interior wasundertaken in 1993 and1996, so allowing thebuilding to be let andultimately sold into privateownership.

line to Rugby (closed in1966), it had suffered theusual depredations ofrailway life until, in the1990s, both exterior andinterior improvements(rebuilding the truncatedchimneys, reinstatingwindows and refurbishmentof the ticket hall) werecarried out as part of majorrenovation projects.

Replacing an earlier London& North Western Railwaystation of 1850, the presentstation at MarketHarborough was built

stations of either railwaycompany. Sitting in the veebetween the MR’s main lineto London and theL&NWR’s cross country

jointly with the MidlandRailway in 1886; a finebuilding designed by FrancisStevenson in Queen Annestyle and quite unlike the

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Famous as the location ofthe 1945 film ‘BriefEncounter’, the largelyderelict buildings at thejunction station ofCarnforth have beenbrought back into use by the Carnforth Station &Railway Trust as a travelshop, visitor centre,museum, shops and café,with help from manysources.

Opened by the Lancaster& Carlisle Railway in 1846,part of the original station(designed by Sir WilliamTite) is incorporated in themain building (below) whichdates from the 1880reconstruction, jointly by theLondon & North Western,Midland and FurnessRailways. Lying in the veebetween the line to Barrowand the West Coast MainLine, it now houses thevisitor centre and museumcomplex.

The entrance building(left) dates from the 1880reconstruction and, once agaunt shell, now houses atravel shop and retailoutlets.

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Prosaically named, Bridge96 at Newton-le-Willows is,in fact, Mill Lane Viaduct.Designed by RobertStephenson, it is one of themajor structures on theworld’s first main linerailway, the Liverpool &Manchester. Major repairsin 2004 included repointing,brick and stone repairs andwaterproofing, with theaddition of a safety handrailcarefully designed in aVictorian idiom.

Goldilea Viaduct lies on theCastle Douglas & DumfriesRailway, opened by theGlasgow & South WesternRailway in 1859 as the firstpart of its line acrosssouthern Scotland toStranraer Harbour. Openedthroughout in 1874, itclosed in 1965 and by 2004the viaduct, now a listedstructure, was suffering fromweathering and waterpercolation. A major schemewas then undertaken toprovide waterproofing, newdrainage and numerousstone repairs.

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Nottingham, one of theMidland Railway’s threegreat provincial stations, theothers being Leicester andSheffield (see pages 14 and58), was designed by A ELambert and opened in1904. A feature of all threestations is the large glassroofed cab area, behind anarcaded wall; at Nottingham

built in red sandstone withterracotta dressings andsurmounted by a clocktower. Nottingham,uniquely, has an internalconcourse of equallygenerous proportions undera long rooflight.

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Throughout the 1990sseveral schemes have seenthe exterior and interior ofthe station renovated, withthe concourse returned to itsformer glory. Improvementsincluded refurbishing thedispersal footbridge andstairs to platforms, withglazing reintroduced to thegenerous MR ridge andfurrow canopy roofs.

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Designed in a FrenchRenaissance style, thepresent Crystal PalaceStation was opened by theLondon, Brighton & SouthCoast Railway in 1875,replacing an earlier stationof 1854. This had been builtto serve the adjacent CrystalPalace, moved from HydePark after the 1851 GreatExhibition. The Palaceburned down in 1936, butthe station remained, farlarger than current needs. Itstood for years in a parlousstate of decay until, in 2000,Railtrack renovated it,which included completelyreplacing the concourse roof(lower photo), building anew, but reduced, porte-cochère and reinstating theMansard roof on the northpavilion, which had beenillegally demolished (bothshown in the upper photo).

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Also designed in the FrenchRenaissance style, by AlfredWaterhouse, is the London& North Western Railway’sHotel at Liverpool LimeStreet Station. Although thestation dates from 1836, ithas been rebuilt twice andthe hotel was opened in1871. Facing St George’sSquare, it forms one side ofLiverpool’s greatest publicspace. Relegated to use asoffices by the London,Midland & Scottish Railwayin 1933, it became disused,then derelict in the 1970s.Salvation came whenLiverpool John MooresUniversity took a 150 yearlease and converted it tostudent accommodation,completed in 1997.Restoration of the entrancehall and grand staircase isshown. Details of thestained glass rooflight overthe stair appear on page 85.

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The first station in Britainbuilt in a truly Modernstyle, Surbiton Station,exemplified the SouthernRailway’s progressive spirit.Designed by the company’sarchitect, J Robb Scott, andcompleted in 1937, itreplaced an earlier stationdating back to 1845.Comparisons with cinemaarchitecture of the time arerelevant, exemplified in thetwo lofty ticket halls and the‘Odeon’ style clock tower. Acomplete renovation of theconcrete building, restoringmany lost period details andreinstating SR lettering, wascompleted by Railtrack in1999.

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Above: Another fineexample of modernarchitecture, also designedin-house and now listed, isHarlow Town Station. Thework of the Eastern RegionArchitect’s Office of BritishRail, it was completed on anew site in 1960 and is anappropriately impressive

Below: A contrasting strongvisual statement: the canopiesand platform buildings atAviemore Station. Opened bythe Inverness & PerthJunction Railway in 1863,the station was completelyrebuilt by the HighlandRailway in 1892 as its largestthrough station. Originally

the junction for the Forresline, closed in 1963, theStrathspey Railway nowoperates steam trains fromthe eastern platform overpart of this line to Boat ofGarten. The canopies andplatform buildings werecompletely renovated from1997 to 1999.

gateway to the new town.The existing station, servingthe old town, was renamedHarlow Mill. Refurbishmentof the station in 1998included new automaticentry doors (to the originalhardwood design) andrepainting in the originalcolour scheme.

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Perhaps one of the leastaltered Victorian stations,Grange-over-Sands is alsoone of the most charmingand elegant. Designed forthe Furness Railway by E GPaley to serve the growingseaside resort, it opened in1867 and was a diminutivecopy of Paley’s nearbyGrange Hotel. Extensiverenovation work wascompleted in 1998 andincluded restoration of theglazed canopy with itsdelicate filigree work andfinials.

The Great NorthernRailway’s Lincoln Stationwas built in 1848, just twoyears after the MidlandRailway opened its station(now closed and convertedinto a shopping centre). Itwas designed in Tudor

Gothic style by J H Taylor,in contrast to the neo-classical design of the MRstation. Renovation work tothe canopies in the 1980swas followed in the 1990sby substantial stone repairs.A major feature of the

improvements wasreconstruction of thefootbridge with lifts addedin stone towers and a newlattice span to a designbased on the Victorianoriginal.

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The spectacular glazed roofsover the concourse andplatforms at Wemyss BayStation, the work of theengineer Donald Matheson,lie behind a delightfulDomestic Revival frontagedesigned by the architectJames Miller. Built by theCaledonian Railway in 1903to handle holiday crowds

transferring to steamers forRothesay and Bute, thestation replaced an earlierone of 1865. The entirestation complex wascompletely refurbished in1994.

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On a par with Brunel’sgreatest bridges is RobertStephenson’s High LevelBridge at Newcastle uponTyne. A vital link in therailway from London toEdinburgh (see page 22), itwas constructed by the High

from the top deck beams bywrought iron rods passingthrough the hollow pillars.Of the several restorationprojects carried out since1987, the most visuallyspectacular was thefloodlighting of the bridge,completed in 2003.

Level Bridge Company andopened by Queen Victoria in1849. Stephenson’singenious design uses castiron tied arches for thespans. The rail deck, on top,is supported on hollowpillars off these. The roaddeck, below, is suspended

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Opposite page: Simple, yetelegant, the swing bridgeover the River Yare atReedham was built by theGreat Eastern Railway in1905. Its single trackpredecessor, opened by theYarmouth & NorwichRailway in 1847, wasreplaced when the line was

doubled. A red flag, visiblein the main photograph, isflown when the bridge isclosed against river traffic. A special colour scheme wasprepared when the bridgewas repainted in 1997.

Almost a symbol of Scotlanditself, the Forth Bridge wasfinanced by the Forth BridgeCompany (jointly owned bythe North British, NorthEastern, Great Northern andMidland Railways) at a costof £3 million. It wasdesigned by Sir John Fowlerand Sir Benjamin Baker. Thethree giant cantilever towerseach consumed over 50,000tons of steel and

construction lasted from1883 to completion in 1890,with a formal opening bythe Prince of Wales.Floodlighting of the bridge,at a cost of nearly £1million, was the culminationof the bridge’s centenarycelebrations in 1990.

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Opened by the MidlandRailway in 1876 andpassing through some ofEngland’s most dramaticscenery, the Settle & Carlisleline was threatened withclosure in the 1980s. Itsurvived and is now astrategic route supported byits Friends, DevelopmentCompany, Trust and thelocal authorities. Manybeautiful stations survive,built to standard designs inthree sizes (but each usinglocal materials) andAppleby, restored in 1999, isan example of a large (type1) station. The new lighting,standard for the line, usesexact copies of the MR gaslamps (see pages 30, 66 and 67).

The impecunious Oxford,Worcester &Wolverhampton Railway(known as the Old, Worse& Worse) built cheap timberbuildings, but that atCharlbury was slightlygrander and, with Brunel asengineer for the line, wasbuilt to his South DevonRailway design, with broadeaves and arched windows.The OW&WR passed to theGreat Western Railway in1863. Charlbury, homestation of the late Sir PeterParker, British Rail’sChairman from 1976 to1983, was well kept but wasthe subject of some heritageimprovements in 2002.

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The Jacobean style is almostsynonymous with the designof North StaffordshireRailway stations. Grandestof these was that designedby the architect H A Huntat Stoke-on-Trent, thecompany’s headquarters,opened in 1849 (see page65). Together with an hoteland other railway buildings,it faced onto Winton Square,laid out by the NSR in1848. At the heart of the

Potteries, the stationnaturally has a tiled roof,laid in alternating bands ofStaffordshire Blue and Red.Roof repairs carried out in2000 required over 100,000handmade tiles; the newones exactly matching theoriginals.

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Bristol Temple MeadsStation has, uniquely,received help from the Trustin every year from 1985 to2005. Brunel’s Tudor styleoriginal Great WesternRailway terminus of 1840on Temple Gate (lower left)is now the British Empire &Commonwealth Museum.The passenger shed (below),with hammerhead roofbeams, is the Museum’sconference area. The Bristol& Exeter Railway opened in

1841 with its station at aright angle to that of theGWR and S C Frippdesigned its Jacobean styleoffices of 1852 (oppositepage, lower left).

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With the advent of theMidland Railway, the Brunelstation was extended(chimney detail, right) and anew joint station was builtin 1878 on the curve thatlinked the GWR and B&ERlines. Designed by architectSir Matthew Digby Wyattand engineer Francis Fox, itfeatured an arched Gothictrain shed (opposite page,top left) and a new, central,entrance in French Gothicstyle (above). This wasoriginally surmounted by asteeply pitched roof withfinials, destroyed in the war.

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Two wroughtiron viaducts

Two viaducts, both on linesbuilt primarily for coaltraffic, now closed, and bothunusual in being constructedof wrought iron. BennerleyViaduct (below) was opened

a total length of 1,400 feet.The majority of the piers areof lattice construction.Restored in 1994 and 2002,it has yet to find a new use.

by the Great NorthernRailway in 1878 on its linefrom Nottingham to Derby.It crosses the Erewash Valley(and the Midland Railway’smain line) on 19 spans with

Bilston Glen Viaduct (right),on Edinburgh’s outskirts onthe line to Glencorse wasbuilt by the North BritishRailway to the design ofJames Bell in 1892. Itreplaced an earlier viaductof 1874, designed by SirThomas Bouch (of TayBridge infamy) thatconsisted of six spans,carried on five piers.Ground conditions in thesteep gorge it crossed led tothe new viaduct having along and deep central latticespan (331 x 47 feet),between short spans at eachend. Following restorationwork, completed in 1998, itis now in use as a footpath.

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The Lynton & BarnstapleRailway, one of England’sfew narrow gauge passengerrailways (and the only onetaken over by the SouthernRailway at the 1923grouping), only lasted until1935. Opened in 1898, themajor structure on the line isChelfham Viaduct, brickbuilt with eight arches on agraceful curve and 70 feet

high. Unused for 60 years,to its restoration in 2001(waterproofing, brick repairsand cleaning) was addedreinstatement of the longdemolished parapet walls inthe hope that one day thefledgling preservationLynton & BarnstapleRailway Company will beable to run trains over it.

Right: The Great WesternRailway’s 1840 passagethrough Bath is marked bymany fine stone structures.To the west lie the twinTwerton tunnels, separatedby a short gap, withdifferently designed portals

at the outer ends. That atthe eastern end is a TudorGothic arch with curiouslyasymmetrical crenellatedtowers, which was treated tostone repairs and cleaning in1989.

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The 1904 reconstructionand enlargement of theMidland Railway’s SheffieldStation of 1870 extendedonto the forecourt with thecurious result that thebuilding on the newplatform 2 (shown here) wasformerly the stationfrontage. The new frontage,designed by CharlesTrubshaw, included a largeportico, as at the MR’srebuilt Leicester andNottingham Stations (seepages 14 and 40). Thestation has received manyimprovement schemes overthe 16 years to 2006,including renovation of theplatform canopies withprovision of new lighting.

This charming collection ofGreat Western Railwaystructures almost hide theoriginal stone buildings of StErth Station, built by theCornwall Railway in 1852.The station’s importanceincreased, as junction for theSt Ives branch, from 1877.A complete restoration andregeneration scheme wascarried out in 1999.

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neMuch of Brunel’s originalBristol & Exeter Railwaystation of 1841 atBridgwater survives in thepresent classical stuccobuilding, although somealterations were carried outby the Great WesternRailway in 1882. Totalreroofing and refurbishment,including restoration of theoriginal ticket hall, wereundertaken from 1991 to1995 and, when completed,the station had an almostsurreal glow.

Opened by the South WalesRailway in 1850, CardiffStation was twice enlargeduntil completely rebuilt in aneo-classical style from 1932to 1934. The platformbuildings are faced withDoulton Carrara tiles, butthe main building is of whitePortland stone with ‘GREATWESTERN RAILWAY’emblazoned across it. Thelast of several improvementschemes was the conversionin 2004 of the empty curvedwest wing on the front intoan ‘M&S Simply Food’outlet. This faces onto theforecourt which has beentransformed with highquality paving into a grandpiazza.

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The London, Brighton & SouthCoast Railway’s original terminus of1884 at Bognor Regis (plain Bognoruntil 1929) blew down in 1897 andits timber replacement burned downin 1899, resulting in the erection ofthe present fine Domestic Revivalbuilding, with its ornate gables andcupola clock, in 1902. Set furtherback from the street than itsforebears, a large forecourt wascreated which was landscaped in

1993 along with renovation of thestation roof and forecourt canopy. Afurther fire caused much of the roofto be replaced yet again. A finalscheme, in 2001, encompassed brickrepairs and cleaning to the wallssurrounding the platform concourse.

Oakham (county town ofRutland) lies on theMidland Railway’s Syston to Peterborough line, openedin 1848. The Italianatestation may have beendesigned by FrancisThompson or SanctonWood. A renovation projectin 2001 included demolitionof an accretion of timberkiosks and restored emptyaccommodation to a lettableshell condition. However, itwas not until 2006 that, aspart of the Central TrainsStations Initiative, a tenantwas found which took overand fully restored thisaccommodation.

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Considered to be the finestclassical station façade inBritain, Huddersfield Stationwas designed by J PPritchett, father and son,and opened in 1847 jointlyby the London & NorthWestern and Lancashire &Yorkshire Railways. Eachoriginally had its own ticketoffice and the central block,now containing the ticketoffice, was originally anhotel. The station is uniquein that the front building isowned by the localauthority, which purchasedit in 1966 to save it fromdemolition by British Rail.Subject of a number ofrestoration projects, a simplebut effective scheme in 2000was the floodlighting of thecentral portico and flankingcolonnades, such that theCorinthian columns aredramatically seen insilhouette.

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1 Letter box at ShrewsburyStation (Great Westernand London & NorthWestern Railways Joint)

2 ‘Squirrel’ seat atUlverston Station(Furness Railway) (seepage 79)

3 Window detail atOakham Station(Midland Railway)

4 Art Nouveau railings atNottingham Station(Midland Railway)

5 Platform canopy columncapital at Great MalvernStation. Each is differentand depicts flora of theMalvern Hills (GreatWestern Railway)

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1 Detail of front ofGobowen Station(Shrewsbury & ChesterRailway)

2 Platform column capitalsat Middlesbrough Station(North Eastern Railway)

3 Letter box at StamfordStation (MidlandRailway)

4 Memorial (near Newton-le-Willows) to WilliamHuskisson MP, fatallyinjured by the ‘Rocket’ atthe opening of theLiverpool & ManchesterRailway in 1830(London & NorthWestern Railway)

5 The world’s longestplatform seat atScarborough Station(North Eastern Railway)

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The North EasternRailway’s great station atYork, designed by itsarchitect, Thomas Prosser,and engineer, T E Harrison,

the valances repaired orrecast in a schemecompleted in 2006.

was opened in 1876.Renowned for its greatcurved train shed consistingof three barrel vaulted bays,its elegant canopies,

stretching north and southof the train shed, are also ofinterest as the valances aremade from cast iron. Thecanopies were reglazed and

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The original 1849 three baytrain shed at the NorthStaffordshire Railway’sStoke-on-Trent Station (seepage 53) was replaced bythis elegant ridge andfurrow glazed roof in 1893.Totally renovated in 2002,new light fittings weredesigned to complement it.

The train shed roof at theLondon & South WesternRailway’s 1885Bournemouth Station (seepage 13) is the original. Itwas in a parlous state formany years and threatenedwith demolition, until amassive renovation schemewas decided upon which, oncompletion in 2001, totallytransformed the station.

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The dramatic scenery of theMidland Railway’s Settle &Carlisle line, opened in 1876(see page 52) is clearlyshown here. RibbleheadViaduct, at 440 yards thelongest on the line (top) wasdeemed by British Rail to bebeyond economic repair andthe line was earmarked forclosure. Events provedotherwise and the Settle &Carlisle is now a strategicroute. Funding from avariety of sources not onlycontributed to the viaduct’srepair, but has helped withthe restoration of thestations at Ribblehead (type3, small) (left), Appleby(type 1, large) (see page 52),Horton-in-Ribblesdale (type3, small) (opposite page,centre), Lazonby &Kirkoswald (type 2,medium) as well as Settle(type 1, large) (see page 30).

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The line has many miles ofdry stone boundary wallsand over the period 1998 to2005 these have beencompletely restored by localcraftsmen. An example,close to Ribblehead Viaduct,is shown (top and inset). Apleasing feature of therestoration work on the linehas been the installation of

new lighting at stations inlamps made to an MRdesign. An example, atKirkby Stephen, is shown(see also page 30).

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One of five major railwayaccidents in 1928, that onthe London, Midland &Scottish Railway atCharfield, Gloucestershire,was particularly poignant.Of the 15 people killed, 12were burnt beyondrecognition, including twochildren whose identitieswere never discovered. TheLM&SR provided a massgrave in the nearby St JamesChurch and the granitememorial remains in theownership of BRB(Residuary) Ltd. The panelon it, commemorating the‘two unknown’ togetherwith the names, ages andhome towns of the other tenvictims, was becomingillegible and was cleaned in2002.

A unique survivor, the neo-classical crossing keeper’scottage on Rectory Lane,Buckland (east ofBetchworth Station) lies onthe South Eastern Railway’sReading, Guildford &Reigate line, opened in1849. Leased to a railwayemployee, itsaccommodation was sub-standard and, in 2002, thecottage was renovated andan extension (replacing agrim timber lean-to) wasadded to provide properbathroom and kitchenfacilities.

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Closed in 1969, the NorthBritish Railway’sromantically namedWaverley Route fromEdinburgh to Carlisle ranthrough sparsely populatedcountry and was neverfinancially viable.Completed in 1862, remoteShankend Viaduct, south ofHawick, is a brick and stonestructure of 15 archedspans. Cracks havingdeveloped in one pier,repairs were undertaken in2000 and the viaduct standsas a dramatic reminder ofthe area’s forgotten railwaypast.

The West Highland Railwayof the North British Railwaywas opened in 1894, passingthrough some of the mostspectacular scenery inBritain. Most of the stationswere built in anappropriately Swiss Chaletstyle and three (so far) havebeen renovated, at Bridge ofOrchy (left, now abunkhouse and café),Rannoch (the most remoteof stations and now a tearoom and museum) andTulloch (now a bunkhouse).

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The Manchester, Sheffield &Lincolnshire Railway’s linefrom Doncaster to NewHolland and Grimsbycrossed the Trent in 1866 ona swing bridge at Althorpe.Increased traffic followingthe opening of GrimsbyDocks by the Great CentralRailway (successor to theMS&LR) in 1912, led to theneed for a new bridge.Opened at a new crossingpoint in 1916, as a rail androad bridge, it was designedby James Benjamin Hall todetails supplied by theScherzer Rolling Lift BridgeCo of the USA. Followingcomplete refurbishment in2004, the Trust funded abronze plaque, an exactreplica of the original (stolenin the 1970s) which hadbeen unveiled at theceremonial opening, whenthe bridge was named the‘King George V Bridge’.

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T M Penson designedShrewsbury Station in a neo-Tudor Collegiate style tolessen its impact onShrewsbury School and thecastle, which are itsimmediate neighbours.Opened jointly by the GreatWestern and London & NorthWestern Railways in 1849, itwas extended in 1855 and,with a lowered forecourt, the

station was underpinned anda new ground floor wasinserted under it in 1903. Arestoration scheme in 1986included redesign of the tickethall in a manner sympatheticto the original architecture.Further detail improvementsto the façade were made justover a decade later and thefrontage was subsequentlyfloodlit.

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Looking for lineside signsmarking summits, tunnels,distances, borders and thelike is one of the pleasuresof rail travel and many suchsigns remain. In 2001Railtrack restored the signson either side of the RiverSark on the England/Scotland border, nearGretna, on the West CoastMain Line. Signs hadoriginally been installed hereby the publicity consciousCaledonian Railway.

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In a somewhat more hostileenvironment are the signs atCorrour Summit andDruimuachdar Pass. Theformer lies north of CorrourStation on the WestHighland Railway, openedby the North BritishRailway in 1894 (see page69). The latter lies just north

of the now closedDalnaspidal Station on theInverness & Perth JunctionRailway’s line, opened in1863 and two years laterbecoming the HighlandRailway’s main line. At1,484 feet above sea level, itis now the highest point onthe rail network. Network

Rail provided these signs in2006, utilising a robustdesign of the former London& North Eastern Railway(the signs they replaced notbeing the originals).

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John Dobson’s NewcastleStation was opened in 1851as terminus (at each end) forthe York & North Berwickand Newcastle & CarlisleRailways, but also withconnecting tracks. Thesewere covered by a gracefulcurved train shed of threearched vaults behindDobson’s long neo-classical

frontage (see also page 2), towhich Thomas Prosseradded his magnificentportico in 1861. UnderNorth Eastern Railwayownership from 1854, twofurther arched vaults wereadded by William Bell, thecompany’s architect, in1894. Restoration of theroof, completed in 2000,

included removal of an uglysignalling relay room, thatin 1954 had been insertedacross the larger of Bell’svaults, and provision of newend screens using state ofthe art glazing; a perfect foilto the bold Victorianstructure.

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This view of ChesterStation, designed in aVenetian style by FrancisThompson, shows less thanhalf of its long frontage of1,050 feet. Opened jointly in1848 by the Great Westernand London & NorthWestern Railways, as themeeting point of six lines, its great length catered forterminating trains in bayplatforms. The structure hasundergone many changes,but since 1990 there havebeen a number ofrestoration andimprovement schemes; aprocess that is on-going.

The self-confidence of theNorth Eastern Railway isexemplified by its 1906Main Headquarters Officesin York, designed in QueenAnne style by the company’sarchitect, William Bell. Verymuch unchanged to this day,recent external repairs haveincluded gilding the railingsand weather vane and,internally, the entrance hallhas been restored. TheNER’s war memorial,designed by Sir EdwinLutyens, is opposite (itsshadow can be seen in thephotograph) and it, too, wasrestored in 2000.

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Thornton (right) andHewenden (below) Viaductslie on the Great NorthernRailway’s 1884 line fromQueensbury to Keighley,itself a branch off the 1879‘Alpine Route’ that cutsacross the Pennines fromBradford to Halifax. Theline closed in 1963 but thetwo viaducts survived inreasonable condition.Sustrans undertook schemesto remove vegetation, repairstonework and drainage,and provide a tarmacsurface so that Hewendenwas opened as part of the‘Great Northern Trail’ cycleand walkway in 2006,followed by Thornton in2007.

Each end of KnucklasViaduct (below) is guardedby twin crenellated towers,complete with arrow slits.Built in 1861, the 13 archedviaduct crosses the HeyopValley on the Central Walesline of the London & NorthWestern Railway. Repairswere required as early as1906 but further significantrepairs were carried out in1998.

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Pensford Viaduct, 900 feetlong with its 14 large archespunctuated by two smallerones, crosses the RiverChew. Built of local stonewith brick arch soffits, it lieson the line south fromBristol to the coalfields atRadstock. Opened by theBristol & North SomersetRailway in 1873, butoperated and later owned bythe Great Western Railway,the line closed in 1964. Amajor renovation projectwas completed in 2003.

Left and above: TheNewcastle & CarlisleRailway’s branch south fromHaltwhistle up the SouthTyne Valley to Alston wasopened in 1852 (see alsopage 25). Most elegant ofthe viaducts on the line isthat at Lambley, tall (110feet) and slim (single track),it has nine stone arches.Following closure of the linein 1976, part has beenturned into a walking routeand, following extensivestructural and drainagerepairs completed in 1996,Lambley Viaduct hasbecome part of the SouthTyne Trail.

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On the London & BrightonRailway’s main line,designed by the engineerJohn Urpeth Rastrick andopened in 1841, ClaytonTunnel is located south ofHassocks. Its southernportal is plain, but that atthe north end approximatesto a castle entrance,complete with crenellatedtowers. Incongruouslylocated between these is acottage, originally inhabitedby either a railwaypoliceman (signalman) orthe attendant of the gas

lighting which originallyilluminated the tunnel.Emergency repairs werecarried out to the cottage in1995 followed by the repairand cleaning of the entireportal, completed in 1997.

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Ulverston Station, designedby Paley and Austin, wasopened by the FurnessRailway in 1873, replacingan earlier station of 1853.The red sandstone Italianatebuilding is overshadowed bythe clock tower, whichsports clocks on three faces(all but the west, facing outof town). The track withtwo platform faces allowedeasy interchange for the nowclosed Windermere Lakesideand Conishead Priorybranches. Major restorationworks were completed in2002 and the Trustincreased its contribution toprovide seats to the FR’sdistinctive ‘squirrel’ design(see page 62).

Two markettown stations

Bury St Edmunds is aconsiderably larger town andits station proportionately so.Lying on the Ipswich toCambridge line and also oncea junction station, it was builtby Thomas Brassey to thedesigns of Sancton Wood andopened in 1847 by the EasternUnion Railway (passing to theGreat Eastern Railway in1854). With twin Baroquetowers flanking a three baytrain shed (replaced byplatform canopies in 1893),the station is an exercise inTudor style brickwork withDutch gables. A series ofrestoration schemes wereundertaken from 1992 to1995, but the station house,lying along the south side ofthe station, still remains witha derelict interior anddesperately in need of a viablereuse that will see it restoredand complementing the workalready carried out.

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Construction of spectacularwalkways either side ofHungerford Bridge, taking therailway across the Thames andinto Charing Cross Station, wasa Millennium project opened in2003 by HRH PrincessAlexandra and named the‘Golden Jubilee Bridges’. Therailway bridge, opened by theSouth Eastern Railway in 1864,giving it access to the West End,utilised two brick piers (muchrebuilt) of an earlier suspensionbridge designed by Brunel,

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opened in 1845 and dismantledby 1862. The Trust joined in theCross River Partnership fundingthe scheme and financed brickcleaning of the ‘Brunel’ pierstogether with reinstatement ofthe curved pediments on them(which latterly had been GRPreplicas). The bridge is adramatic link between itsneighbours, Sir Terry Farrell’sdevelopment over Charing Cross Station and the London Eye.

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82

Stockport Viaduct, openedin 1842 by the Manchester& Birmingham Railway(which only reached Crewewhere it joined the GrandJunction Railway) anddesigned by the company’sengineer G W Buck, is builtof brick with stone parapets.Widened to four tracks bythe London & NorthWestern Railway in 1889, at595 yards long and 111 feethigh, it dominates the towncentre. To a repair andcleaning project, lastingthree years from 1987,floodlighting was added in1989 to mark the centenaryof the widening (see page88).

Mansfield Viaduct, whichsimilarly dominates thetown centre, has also beenfloodlit in 2000, (see page89), then repaired andcleaned over two years from2001. Opened by theMidland Railway in 1875,when the line fromNottingham was extendedto Worksop, it is built on acurve with 15 arches of rockfaced ashlar.

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A delight of railwayarchitecture is the widerange of different structuresand water towers are butone. Margate Station(above) was opened in 1863by the Kent Coast Railway(operated, then owned bythe London, Chatham &Dover Railway). In 1926 the lines in Thanet wererationalised by the SouthernRailway and the presentstation, seen in thebackground, dates from thisperiod. The water tower,though, is a remnant of theLC&DR station andalthough disused wascompletely refurbished in2000.

The very different watertower (left) is a standardGreat Western Railwaydesign. It is located atKemble Station, on the linefrom Swindon to Gloucesteropened in 1845, although aproper station was not builtuntil 1872 (at the junctionof the Cirencester and, later,Tetbury branches, now bothclosed). The tower wasexternally restored in 1997and repainted in GWRcolours.

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The Great WesternRailway’s neo-classicalstation at Worcester ShrubHill, opened in 1865,contains a quite remarkablecast iron waiting roomcomplex on the eastplatform (opposite the mainbuilding). The single bayillustrated here shows thatthe cast iron framing holds

panels of decorative tiles.These clearly advertise themanufacturer, ‘Maw & Coof Broseley’, while theironwork bears the name‘Vulcan Iron Works,Worcester’. The buildingmay well have been apromotional venture for thetwo companies and isbelieved to have been

previously located atDroitwich Spa or Spetchley.The Trust funded a reportinto its original colourscheme in 1989, but ascheme to fully restore it isstill awaited.

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The description on page 43of the London & NorthWestern Railway’s Hotel atLiverpool Lime StreetStation refers to the stainedglass rooflight over thegrand staircase. These viewsclearly demonstrate not onlyits sheer size, but also theintricate design of theglazing.

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86

The original station atAberystwyth was opened in1864 as terminus of theAberystwyth & Welch (sic)Coast Railway, whichalmost immediately passedto the Cambrian Railway.The station is distinguishedby graceful ironwork to thecanopies (left), but underGreat Western Railwayownership a completely newneo-Georgian main buildingand concourse wereconstructed in 1924.Restoration of the originalA&WCR building wascompleted in 1997 (left andabove left). The mainbuilding and concourse(top), being effectivelydisused, were taken over byJ D Wetherspoon plc whichrestored and transformedthem in 2002 into the aptlynamed ‘Yr Hen Orsaf’ pub(‘The Old Station’).

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The fraught construction of theLondon & Birmingham Railway’sKilsby Tunnel, under thesupervision of Robert Stephenson,stretched over four years to 1838.One mile and 666 yards long, itcontained 16 brick ventilationshafts and two huge main oneswhich, at 60 feet diameter, werewider than the tunnel itself.Crenellated and standing 50 feethigh like castle keeps, the southern

one suffered severe damage to theparapet during a storm in January1990. Following repairs to this(main picture and inset top centreand right), repairs were thencarried out on the northern mainshaft in 1993 (inset top left),particular attention being given topinning the outer parapet to theinner one, as it had been builtquite separately.

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The dramatic impact offloodlighting buildings andstructures is clearly shownhere. The Manchester &Birmingham Railway’sStockport Viaduct of 1842(above) was floodlit in 1989(see page 82).

The M&BR’s terminus,now Manchester PiccadillyStation (below), was rebuiltby the London & NorthWestern Railway in 1866and completely renovatedand modernised by Railtrackfrom 1997 to 2002 (see page

12). A finishing touch,funded by the Trust, wasfloodlighting of the southfaçade.

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Brunel’s Romanesqueviaduct at Chippenham(left), on the Great WesternRailway’s original main linefrom London to Bristol, was opened in 1841. Minor repairs in 2006 were supplemented byreplacement of grimpedestrian subways underthe roads to its north withgrass and floodlighting ofboth the north façade andinside faces of the viaduct’sarches.

The Midland Railway’s1875 viaduct overMansfield’s town centre (see page 82) was similarlyfloodlit but, in placesrunning behind buildings,the lighting was confined tothe spandrels and soffits ofthe arches.

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Signal boxes are invariablyattractive but distinctivelyrailway buildings, yet builtto a wide variety of designs.Renovation and upgradingto provide modern workingconditions for staff can,with care, be achievedwithout compromising theirappearance. Retention oforiginal features andrejection of the use of uPVCglazing is possible, as theseexamples of restored boxes(all listed Grade II) clearlyshow.

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Top: Elsham Signal Box,Lincolnshire (Manchester,Sheffield & LincolnshireRailway 1885)Centre left: Stow Park SignalBox, Lincolnshire (GreatNorthern Railway 1879)Centre right: SwindersbySignal Box, Lincolnshire(Midland Railway 1901)Bottom: Appleby (Lincs)Signal Box, Lincolnshire(Manchester, Sheffield &Lincolnshire Railway 1885)

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Top: Haltwhistle Signal Box,Northumberland (NorthEastern Railway 1901)Centre: Hexham Signal Box,Northumberland (NorthEastern Railway 1918)Bottom & bottom left:Canterbury West Signal Box(Southern Railway 1928)

91

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As engineer for the Chester& Holyhead Railway,Robert Stephenson had todesign bridges over twomajor waterways, the RiverConwy at Conwy itself andthe Menai Strait between the mainland and Anglesey.A precursor for the largerBritannia Bridge over theMenai Strait, opened in1850, the bridge at Conwywas completed in 1848.Stephenson’s novel designfor both bridges was to

carry the two railway tracksthrough parallel rivettedwrought iron tubes. TheConwy Tubular Bridge has aspan of 400 feet.Overlooked by ConwyCastle, crenellated Gothicstone portals, in the mannerof castle gateways, weredesigned for each end of thebridge by the C&HR’sarchitect, FrancisThompson. Cylindrical ironpiers were inserted at eachend in 1889 to give extra

support and reduce thespan. In 1995 a scheme ofminor repairs and completerepainting of the bridgewere carried out, the colourbeing carefully selected tomatch the surroundingstonework.

Opposite page: The originalstation opened at Hellifieldon the ‘Little’ NorthWestern Railway in 1849and passed to the MidlandRailway in 1859. Followingarrival of the Lancashire &Yorkshire Railway fromBlackburn and opening ofthe MR’s Settle & Carlisleline in 1876 (see pages 52,66 and 67), the present

station opened on a new siteto the north in 1880. Thesmall village increased withthe growth of railwayfacilities and the station, along island platform withbays (now disused) at eitherend, has an extensivesloping canopy with highlydecorated filigree cast ironsupport brackets, bearingthe MR’s initials and

Wyvern symbol. Thebuilding and canopies hadfallen into a poor state ofrepair, but were totallyrenovated in 1993 and1994. Unfortunately, a usehas not been found formuch of the copiousaccommodation and thestation is once again sorelyin need of repair.

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Below: The architect DavidMocatta’s Palladianterminus building atBrighton for the London &Brighton Railway, opened in1840 (see page 28), sufferedthe indignity of losing thecolonnade on its front to aVictorian iron and glassporte-cochère and wasovershadowed by the new

train shed of 1883. Thecentral clock of thebuilding’s parapet hassurvived and, among a largenumber of improvement andrestoration schemes at thestation, the decorativesurround to the clock hastwice been restored, in 1986and again in 2001.

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The most difficult challengeto Brunel in constructing theoriginal Great WesternRailway from London toBristol was the constructionof Box Tunnel, taking nearlyfive years to build. Openedin 1841, at one mile, 452yards it was, at the time, theworld’s longest railwaytunnel. The east portal is ofbrick, but for that at thewest end, visible from the

London to Bath road (nowthe A4), Brunel designed amagnificent Roman arch, 39feet high and built of Bathstone ashlar. The legend thatBrunel aligned the tunnel sothat the rising sun shinesthrough it on his birthday(9th April) may not be true,but it seems that thisphenomenon does happen.In one of its first projects,the Trust contributed to the

restoration of the portal in1985. Brunel’s drawing(below) is one of thosedocuments conserved byNetwork Rail (see page 8).

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The original 1851 frontageof the Lancashire &Yorkshire Railway’s HalifaxStation. With its porticodemolished and hiddenbehind canopies for over acentury, it was surroundedby additional platforms untilrefurbishment of the station

allowed it to be re-exposed.Cleaned and with theportico reinstated, it is nowpart of Eureka! TheMuseum for Children; theoperational stationremaining behind it.


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Index

Aberystwyth Station 86Albrighton Station 37Appleby (Lincs) Signal Box 90Appleby Station 52 Aviemore Station 45

Balcombe Viaduct 2, 28 Bennerley Viaduct 56 Berwick-upon-Tweed Station 36 Betchworth, Buckland Crossing

Keeper’s Cottage 68 Bilston Glen Viaduct 56 Birmingham New Street Power

Signal Box 15 Blackfriars: Old SER Station 2Bognor Regis Station 24, 60 Boston Station 26 Bournemouth Station 13, 65 Box Tunnel 94 Bridge of Orchy Station 69 Bridgwater Station 59 Brighton Station 24, 93 Bristol Temple Meads Station 2,

54 ‘Brunel Era’ Drawings

Conservation 8, 94 Bury St Edmunds Station 79 Bushey Station 24

Cannon Street Station 32 Canterbury West Signal Box 91 Cardiff Station 59 Carlisle Station 27 Carnforth Station 38 Charfield Accident Memorial 68 Charlbury Station 52 Chelfham Viaduct 57 Chester Station 75 Chippenham Viaduct 89 Clayton Tunnel 78 Conwy Tubular Bridge 92 Corrour Summit Sign 73 Crystal Palace Station 42 Culham Station 8

Darlington Station 15, 24 Deptford, Resolution Way Arches

9 Druimuachdar Pass Sign 73 Dulwich, Turney Road Bridge 18

Eastbourne Station 24 Elsham Signal Box 90

Farnborough North Station 31 Forth Bridge 51

Glenfinnan Viaduct 23 Gobowen Station 7, 63 Goldilea Viaduct 39 Grange-over-Sands Station 46 Great Malvern Station 62 Gretna, England/Scotland Border

Signs 72

Halifax Station 95 Haltwhistle Signal Box 2, 91 Haltwhistle, Alston Arches

Viaduct 25 Harlow Town Station 45 Hatch End Station 96 Hellifield Station 92 Hertford East Station 26 Hewenden Viaduct 76 Hexham Signal Box 91 Horton-in-Ribblesdale Station 66 Huddersfield Station 61 Hungerford Bridge 80

Kemble Water Tower 83

Kettering Station 33 Kilsby Tunnel 87 King George V Bridge, Althorpe 70 Kirkby Stephen Station 67 Knucklas Viaduct 76

Lambley Viaduct 77 Leeds Station 20 Leicester Station 14 Lincoln Station 46 Liverpool Lime Street Station

Hotel 43, 85

Manchester Piccadilly Station 12,88

Mansfield Viaduct 82, 89 Margate Water Tower 83 Market Harborough Station 37 Marylebone Station 5 Middlesbrough Station 10, 63 Middlesbrough, Albert Bridge 19

Newcastle High Level Bridge 48 Newcastle Station 2, 74 Newton-le-Willows, Huskisson

Memorial 63 Newton-le-Willows, Mill Lane

Viaduct 39 North Dulwich Station 18

Norwich Station 2, 14 Nottingham Station 40, 62 Nuneaton Station 24

Oakham Station 60, 62

Paddington Station 12, 21 Paisley Gilmour Street Station 36 Pensford Viaduct 77

Reedham Bridge 50 Ribblehead Station 66 Ribblehead Viaduct 66 Royal Albert Bridge, Saltash 15 Royal Border Bridge, Berwick-

upon-Tweed 22

Scarborough Station 27, 63 Settle & Carlisle Line Dry Stone

Walls 67 Settle Station 30 Shankend Viaduct 69 Sheffield Station 58 Shrewsbury Station 62, 71 Skipton Station 13 St Erth Station 58 St Leonards Warrior Square

Station 31 St Pancras Station 34 Stamford Station 30, 63 Stockport Viaduct 82, 88 Stoke-on-Trent Station 53, 65 Stow Park Signal Box 90 Surbiton Station 44 Swindersby Signal Box 90

Thornton Viaduct 76 Twerton Tunnel 57

Ulverston Station 62, 79

Wemyss Bay Station 47 Wolverhampton Station 9 Worcester Shrub Hill Station 84 Worksop Station 6, 24

York Main Headquarters Offices75

York NER War Memorial 75York Station 64

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Above: Replacing a station built c1844 for the London & Birmingham Railway, the architect GeraldHorsley designed this new station at (by now suburban) Hatch End, for the introduction of the London& North Western Railway’s electric train service from Euston to Watford. A pleasing but rather opulentdesign, it included a weather-vaned cupola with a clock face mounted on all four sides. Followingrenovation work to the station, the clock was overhauled in 2004.

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Documents

21 YEARS of the RAILWAY HERITAGE TRUST