"While this spurred the massive outward growth of the city, the growth of greater London also exacerbated the class divide, as the wealthier classes emigrated to the suburbs, leaving the poor to inhabit the inner city areas. The first railway to be built in London was a line from London Bridge to Greenwich, which opened in 1836. This was soon followed by the opening of great rail termini which eventually linked London to every corner of Great Britain, including Euston station (1837), Paddington station (1838), Fenchurch Street station (1841), Waterloo station (1848), King's Cross station (1850), and St Pancras station"
"of the line - the last train to do so. It was hauled by two T9s 'double-heading'. Goods services were to continue with a once-a-day service from Fareham to Droxford, and a similar service from the northern end only from Alton to Farringdon. The section of line in between (including West Meon, Privett and East Tisted stations) was lifted. This included the demolition of the West Meon Viaduct. The huge iron bridge had a high value in scrap, and thus was one of the first structures to be demolished (had it been built from concrete as originally planned it would"
"service to Carlisle, was hauled by the Black Five locomotive 45110 from Liverpool to and back. Arriving back at Lime Street at 7:58 pm, this train marked the end of British Railways' final steam-hauled mainline passenger journey. An office tower block named Concourse House, along with a row of small retail outlets, used to stand outside the southern train shed, obscuring the arches. These dated from the 1960s, and by the 2000s had become run down. They were demolished as part of a comprehensive refurbishment completed in 2010. During the 1970s, a new urban rail network, known as Merseyrail was"
"racks from withdrawn A Stock for sale. The last train ran in passenger service on 26 September 2012, formed of 5034 + 5062. The same train was used on 29 September 2012 for the final ticket-only railtour, organised by the London Transport Museum. It ran from Moorgate along the entire Metropolitan line, including Watford, Amersham, Aldgate, Uxbridge, Chesham and the Watford North curve. The tour ended at Wembley Park: on the final stretch from Finchley Road, the train was unofficially recorded at 74 mph. One of the driving motor cars, 5034, was part of the first (as 5008) and also"
"Bridge (Fulham) and Neasden. Only eleven were running at any one time, the original L90 and L91 were withdrawn for repairs but scrapped instead and replaced by other locomotives which carried the same number. They worked permanent way trains and were never used on normal passenger services. Main line running included trips between depots, to Acton Works and runs out to Croxley Tip, near Watford. Three of the LT 5700s lasted until the end of steam on London Transport in 1971 and were the last steam locomotives used for regular mainline working in the UK. London Transport commemorated the end"
"of the terminus building. While the office building and platforms survived, the workshops, driveway and Chapelle Ardente were destroyed, along with the third class waiting room. The Divisional Engineer of the Southern Railway (SR, which had absorbed the LSWR in the 1923 restructuring of Britain's railways) inspected the damage at 2.00 pm on 17 April, and his report read simply ""Necropolis and buildings demolished"". On 11 May 1941 the station was officially declared closed. The last recorded funeral carried on the London Necropolis Railway was that of Chelsea Pensioner Edward Irish (1868–1941), buried on 11 April 1941. The SR offered"
"an unnecessary duplication of other lines that served the same places, especially the Midland Main Line and to a lesser extent the West Coast Main Line. Express passenger services from London to Sheffield and Manchester were discontinued in January 1960, leaving only three ""semi-fast"" London-to-Nottingham trains per day. The line north of Aylesbury finally closed on 4 March 1963. In 1988, the route from Hammersmith to Aldgate and Barking became designated as the Hammersmith & City line, and the route from New Cross and New Cross Gate to Shoreditch as the East London line; this left the Metropolitan line as"
"""last"", in that the final timetabled steam train south along the ECML from Retford was not a LNER Gresley Classes A1 and A3|Gresley A3 to Kings Cross, but Stanier Black 5 No. 45444 running to Nottingham Victoria via Tuxford's West to North curve in September 1964. The chord was in plain view of Dukeries Junction station but did not pass through it. An embankment was built for a proposed west to south curve, but tracks were never laid. There never was a Sunday service at Dukeries Junction. In 1922, three trains per day left Dukeries Junction high level eastbound for"
"traffic. At the same time the LNER became responsible for hauling passenger trains with steam locomotives north of Rickmansworth. The lines north of Aylesbury to Verney Junction and Brill were closed; last train to Brill ran on 30 November 1935 and to Quainton Road and Verney Junction on 2 April 1936. Quainton Road continued to be served by the LNER. For a time, the LPTB used the ""Metro-land"" tag: ""Cheap fares to Metro-land and the sea"" were advertised in 1934 but the ""Metro-land"" brand was rapidly dropped. London Transport introduced new slogans such as ""Away by Metropolitan"" and ""Good spot,"
"being repainted in a unique maroon and white livery for services to Oban – it became known as the ""Mexican Bean"". Other vehicles spent time in London and the last vehicles could be found there in the early 1990s, notably on the Gospel Oak to Barking Line. The class was gradually taken out of service from the early 1980s. The final vehicles were withdrawn in 1995. A number of Class 104s were used following their withdrawal from passenger services. The last two London Midland DTCL vehicles to survive, M54182 & M54183, were converted in 1987/1988 into loco hauled Sandite cars"
"previous routes using two of these units. The final sets were used on peak trains, and were withdrawn on 25 June 2004 after the return of the five Class 322 units which had been on hire to ScotRail. With all sets on the London Liverpool Street to Southend service having been replaced by 321 units, the last service to survive east of Shenfield junction was the early morning 12 car service from Southminster to London, where 321 units could only operate in 8 car configuration. c2c (operating the London, Tilbury & Southend franchise) inherited 21 units, 312729/730/781-799, later supplemented by"
"last main line train on 4 August 1968. During its last few years of service, No. 48773 had a diagonal yellow stripe painted on its cab side to indicate it was unable to operate south of Crewe as its top-feed was deemed to be out of gauge under the new 25 kV AC overhead electrification. However, as the locomotive's original War Department top-feed had been replaced by one of LMS pattern, enthusiasts have stated the cabside stripe was unnecessary since it would have in fact been within the loading gauge. In 1968 it was the subject of a late appeal"
"TfL services ceased in March 2004. Potters Bar was the last outpost, where a handful remained on other services until May 2005; where the Volvo Olympians took over. London General reached the end with Metrobuses in normal service in February 2003, when Stockwell Garage's last were withdrawn. This still left a couple for special purposes (M1440 at Sutton and the ""spotted cow"" liveried M1435). There was still a crowd of white-blouse and grey-skirt training buses too, which were mainly moved out from their comfy homes to the Plough Lane open-air space, to make room for the new larger fleet of"
"remodelled, coincident with the commissioning of the new Network Rail re-signalling project and closure of Barry signal box, the latter being demolished on the weekend of 28–29 March 2015. Stock marked with an asterisk (*) is located at the Barry Main Depôt. On most running days, guided shed tours are offered by the railway. Steam locomotives The last locomotives to leave Dai Woodham's scrapyard, were the remains of the vast number of locomotives left when the yard closed - and as there were ten of them, were a group often called the Barry Ten. Most of them have been removed"
"completion of its extension to London (Marylebone station), in 1899. The station was served by Sheffield Victoria - local trains and others ranging from the north east to the south coast, the Great Central Railway being involved in many operations jointly with other companies. The GCR amalgamated with other railways to form the London and North Eastern Railway (LNER) at the start of 1923; the LNER was itself nationalised at the start of 1948, becoming part of the newly formed British Railways (BR). Following this, Rotherham and Masborough was renamed ""Rotherham Central"" on 25 September 1950. Its last main line"
"their lives expired. Withdrawal of locomotives generally did not take place until the great locomotive cull of British Railways in the period 1962-1966. A pair of ""Black Fives"" were the last steam locomotives to be run on British Railways in 1968, although since then there have been almost weekly charter runs for the enthusiast and tourist markets and the occasional timetabled service (for instance at Dawlish and Stratford-upon-Avon). A significant number of LMS locomotives have been preserved: A smaller number of pre-grouping locomotives inherited by the LMS have also been preserved. Locomotives of the London, Midland and Scottish Railway The"
"and coaling stage, of a design which was later to become standardised. While the 'northlight' design was meant to allow maximum sunlight, the skylight windows quickly became sooted and black, reducing lighting conditions. The sheds stored several locomotives known as ""workhorses"" as they did the goods work. The last of these locomotives were the BR Standard 9F locomotives, the last of the British steam locomotives. Under the cutbacks of BR in the 1960s, the shed finally closed in 1967. Up to the late 1970s, sidings on the north curve of the former depot site were used for stabling diesel locos"
"""Silver Link"", 60028 ""Walter K. Whigham"", 60030 ""Golden Fleece"" and 60033 ""Seagull"". The rest of the class was withdrawn between 1963 and 1966. The last six in service were: 60004 ""William Whitelaw"", 60007 ""Sir Nigel Gresley"", 60009 ""Union Of South Africa"", 60019 ""Bittern"", 60024 ""Kingfisher"" and 60034 ""Lord Faringdon"". 60019 and 60024 were the last to be withdrawn, in September 1966. Six of the locomotives have been preserved; three of them were assigned to sheds in Scotland after the closure of King's Cross shed (34A) to steam in 1964. 60024 Kingfisher was also planned for preservation, but was instead scrapped"
"stopping at every intermediate station. By 1907, however, Como and Oatley had been added to the list of termini, with nine and seven trains per day respectively. Seven trains per day at this time also ran to Sutherland, and one to Waterfall. Most trains terminated at Hurstville. Since electrification, the terminus stations for suburban trains have remained consistent. From 1926 trains terminated at either Hurstville, Sutherland and The National Park. With the opening of the Cronulla branch in 1939, Cronulla become the fourth major terminus. In 1980 Waterfall was electrified and replaced The Royal National Park as a terminus, having"
"connected to the mainline at Snowdown and Nonington Halt. The line was operated by steam locomotives, the last of which survived in working condition after the demise of steam traction on the national mainline in 1968. The colliery railway was by then using a mixed fleet of steam and diesel locomotives, with the final steam withdrawals taking place in the late 1970s. The final three steam locomotives were named after saints with nearby Canterbury connections. ""St Thomas"" (named for St Thomas of Canterbury), ""St Dunstan"" (named for Dunstan, also a medieval Archbishop of Canterbury), and ""St Martin"" (named for St"
"capital to the cities of Nottingham, Sheffield and Manchester. Marylebone was the last of London's main line termini to be built, and is one of the smallest, having opened with half the number of platforms originally planned. It has limited connections to the Underground as it was built after the main Tube lines in the area. Marylebone station suffered from a lack of traffic and after the GCML closed in 1966, it declined in use. By the 1980s, it was threatened with closure, but was reprieved because of commuter traffic on the London to Aylesbury Line (a remaining part of"
"and the boiler. At various times during the 1950s the 9Fs worked passenger trains with great success, indicating the versatility of the design, sometimes considered to represent the ultimate in British steam development. Several experimental variants were constructed in an effort to reduce costs and maintenance, although these met with varying degrees of success. The total number built was 251, production being shared between Swindon (53) and Crewe Works (198). The last of the class, 92220 ""Evening Star"", was the final steam locomotive to be built by British Railways, in 1960. Withdrawals began in 1964, with the final locomotives removed"
"Victoria. In 1970 the line was renamed Northern line (Highbury Branch) and the following year an agreement was made to transfer it to British Rail and connect it (as intended by its original promoters) to the mainline via surface platforms at Finsbury Park as part of a wider plan to electrify ECML suburban services. By running commuter trains to Moorgate instead of King's Cross, congestion at King's Cross was relieved. The last London Underground services ran in October 1975 and British Rail services commenced in August 1976, replacing services to Broad Street via the city branch of the North London"
"Marylebone station Marylebone station ( ) is a Central London railway terminus and connected London Underground station in the Marylebone area of the City of Westminster. On the National Rail network it is also known as London Marylebone and is the southern terminus of the Chiltern Main Line to Birmingham. An accompanying Underground station is on the Bakerloo line between Edgware Road and in Transport for London's fare zone 1. The station opened in 1899 as the London terminus of the Great Central Main Line (GCML), the last major railway to open in Britain in over 100 years, linking the"
"arch connecting the main line to the Necropolis terminus was damaged, but the terminal building itself remained unscathed. At 10.30 pm multiple incendiary devices and high explosive bombs struck the central section of the terminus building. While the office building and platforms survived, the workshops, driveway and Chapelle Ardente were destroyed, along with the third class waiting room. The Southern Railway's Divisional Engineer inspected the damage at 2.00 pm on 17 April, and his report read simply ""Necropolis and buildings demolished"". On 11 May 1941 the station was officially declared closed. The last recorded funeral party carried on the London"
"which commemorated World War I. Waterloo was the last London terminus to provide steam-powered services, which ended in 1967. The station was the London terminus for Eurostar international trains from 1994 until 2007, when they were transferred to St. Pancras International. Waterloo is the busiest railway station in the UK. It is also the country's largest station in terms of floor space and has the greatest number of platforms at 24. When combined with the Underground and Waterloo East stations, it is the busiest station complex in Europe. The station's formal name is London Waterloo, and appears as such on"
"placed below the nameplate, in the same position as the West Country class equivalent. The first locomotives constructed by British Railways were of the Battle of Britain class, but the naming policy reverted to the West Country for Nos. 34091–34108. The final two locomotives were Battle of Britain class, No. 34109 ""Sir Trafford Leigh-Mallory"" and No. 34110 ""66 Squadron"". The result of the delay in completing was that the squadron crest for ""66 Squadron"" was never made, as the manufacturer had retired during the intervening period. Thus ""66 Squadron"" was the only Battle of Britain class member not to have"
"second line was the Great Northern Railway (later part of the LNER) route up the Leen Valley and on up to Shirebrook, serving many of the same places as the Midland south of Annesley. It closed to passengers on 14 September 1931, but remained in use for freight until 25 March 1968. The Hucknall station on this line was known as Hucknall Town. The third line was the Great Central Railway (also later part of the LNER), the last main line ever built from the north of England to London, opened on 15 March 1899. The stretch through Hucknall closed"
"to the London and North Western Railway and renumbered in the 2600s. The remaining locomotives were also transferred at a later date and renumbered in the 2800s. All passed to the London, Midland and Scottish Railway on grouping, and were renumbered 7503–7532. In 1934 the surviving engines were renumbered by adding 20,000 to their numbers. In 1948 the 14 surviving engines passed to British Railways on nationalisation and were renumbered 58850–58863. One, BR 58850 (ex LMS 27505, LMS 7505, LNWR 2650, NLR 116) – the last of the class to be withdrawn, in 1960 – has been preserved and has"
"locomotives against which they were competing. Moreover, labour and coal were relatively cheap. After 1945, problems associated with post-war reconstruction and the availability of cheap domestic-produced coal kept steam in widespread use throughout the two following decades. However the ready availability of cheap oil led to new dieselisation programmes from 1955, and these began to take full effect from around 1962. Towards the end of the steam era, steam motive power fell into a state of disrepair. The last steam locomotive built for mainline British Railways was BR Standard Class 9F 92220 Evening Star, which was completed in March 1960."
"LNER classed them all as D40 irrespective of whether they were fitted with superheaters (class F) or not (class V). The LNER initially renumbered them by adding 6800 to their GNSR number. In 1946 they completely renumbered all their locomotives and the D40 class became 2260–2261, 2265–2272, 2262–2264 (former class V) and 2273–2280 (former class F). The first locomotive was withdrawn in 1947. Eighteen of the 21 locomotives passed into British Railways ownership in 1948 (eleven former class V, and seven former class F). BR renumbered them by adding 60000 to their 1946 LNER number. The last locomotive of the"
"although the words ""London Necropolis"" carved into the stone above the driveway have been covered. Refurbishments and cleaning in the 1980s restored the façade of the building to an appearance similar to that of the time of its building. Other than iron columns in Newnham Terrace which once supported the Necropolis Railway tracks, and a surviving section of the internal driveway used as a car park, the Westminster Bridge Road building is the only surviving part of the London Necropolis Railway in London. Notes References Bibliography London Necropolis railway station London Necropolis railway station was the Waterloo, London terminus of"
"five (252 AV) and final thirty Class 25/2 (252 DV). Only members of the latter batch were modified for dual brake operation becoming 252 CX with the exception of 25242 that had had its boiler removed and was designated 252 FX. The non-boilered vacuum braked locos were 252 BV and when dual braked became 252 EX. The final batch of locomotives were designated Class 25/3 and was to be built by BR Derby and Beyer, Peacock and Company of Manchester. However, because of financial problems Beyer, Peacock was unable to complete the final 18 locomotives and these were transferred to"