1.
National Rail
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The name and the accompanying double arrow symbol are the intellectual property of the Secretary of State for Transport. The National Rail logo was introduced by ATOC in 1999, and was used on the Great Britain public timetable for the first time in the edition valid from 26 September in that year. Rules for its use are set out in the Corporate Identity Style Guidelines published by the Rail Delivery Group, the NR title is sometimes described as a brand. As it was used by British Rail, the operator before franchising, its use also maintains continuity and public familiarity. National Rail should not be confused with Network Rail, the two networks are generally coincident where passenger services are run. Most major Network Rail lines carry traffic and some lines are freight only. About twenty privately owned operating companies, each franchised for a defined term by government. The Rail Delivery Group is the association representing the TOCs and provides core services. It also runs Rail Settlement Plan, which allocates ticket revenue to the various TOCs, and Rail Staff Travel and it does not compile the national timetable, which is the joint responsibility of the Office of Rail Regulation and Network Rail. Since the privatisation of British Rail there is no longer a single approach to design on railways in Great Britain, the look and feel of signage, liveries and marketing material is largely the preserve of the individual TOCs. However, National Rail continues to use BRs famous double-arrow symbol and it has been incorporated in the National Rail logotype and is displayed on tickets, the National Rail website and other publicity. The trademark rights to the arrow symbol remain state-owned, being vested in the Secretary of State for Transport. The double arrow was already prescribed for indicating a railway station, the lettering used in the National Rail logotype is a modified form of the typeface Sassoon Bold. It is a misconception that Rail Alphabet was also used for printed material. The British Rail typefaces of choice from 1965 were Helvetica and Univers, TOCs may use what they like, examples include Futura, Helvetica, Frutiger, Bliss, and a modified version of Precious by London Midland. Several conurbations have their own metro or tram systems, most of which are not part of National Rail, LO now also possesses some infrastructure in its own right, following the reopening of the former East London line of London Underground as the East London Railway of LO. Heathrow Express and Eurostar are also not part of the National Rail network despite sharing of stations, northern Ireland Railways were never part of British Rail, which was always confined to Great Britain, and therefore are not part of the National Rail network. National Rail services have a common ticketing structure inherited from British Rail, through tickets are available between any pair of stations on the network, and can be bought from any station ticket office
2.
Ashford, Kent
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Ashford is a town in the county of Kent, England. It lies on the River Great Stour at the edge of the North Downs. In the 2011 census, it had a population of 74,204, the name comes from the Old English æscet, indicating a ford near a clump of ash trees. It has been a town since the 13th century. Ashford has been a hub and has stood at the centre of five railway lines since the 19th century. The arrival of the railways became a source of employment and contributed to the towns growth, with the opening of the international passenger station it is now a European communications centre, with new lines running between London and the Channel Tunnel. The M20 motorway also links Ashford to those two destinations for road traffic, the town has been marked as a place for expansion since the 1960s and appeared on several Government plans for growth. Changes have included the County Square shopping centre, the redevelopment of the Templer Barracks at Repton Park, and the award-winning Ashford Designer Outlet. In the 1970s, a ring road scheme and construction of the multi storey Charter House building destroyed significant parts of the old town. St Marys Church in Ashford has been a landmark since the 13th century. Today, the functions in a dual role as a centre for worship. Ashford has two schools, the Norton Knatchbull School and Highworth Grammar School. There has been evidence of habitation around Ashford since the Iron Age. Two axes from the Lower Paleolithic period have been found near Ashford, during the construction of the Park Farm estate in the late 1990s, excavation in the area revealed tools from the Upper Palaeolithic and Mesolithic period dating back to the 7th century BC. A number of other Mesolithic tools were discovered during construction of the Channel Tunnel Rail Link through Ashford, during Roman Britain, iron ore was mined in the Weald and transported to Ashford where two ironworks processed the ore into a workable metal. Archaeological studies have revealed the existence of a Roman town to the north of the current centre, roughly at the junction of Albert Road and Wall Road. The present town originates from a settlement established in 893 AD by inhabitants escaping a Danish Viking raid. The name comes from the Old English æscet, indicating a ford near a clump of ash trees, at the time of the Domesday Book of 1086 it was still known by its original Saxon name of Essetesford
3.
Borough of Ashford
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The Borough of Ashford is a local government district with borough status in Kent, England. It borders five other Kent districts as well as East Sussex to the South West, Ashford Borough councils main offices are in the town of Ashford. The borough was formed on 1 April 1974 by the merger of the then Borough of Tenterden with Ashford urban district, as well as the Rural Districts of East Ashford, West Ashford, covering 58,000 Hectares, it is the largest district by area in Kent. The Borough is divided into 39 civil parishes centred on the villages as well as the historic Town of Tenterden, from the 1960s onwards, Ashford has experienced phases of rapid urban growth creating new suburbs such as Stanhope and, more recently, Singleton. There are 43 electoral wards in the Borough,18 of those split up Ashford town broadly defined. The Conservative party has control of the council for much of its history. The make-up can change quickly as it is elected as a whole, in 1961, the populations of the Districts which make up the present Boroughs population were, Ashford U. D. 28,000, East Ashford R. D.10,610, West Ashford R. D.10,734, forty years later the population had almost doubled with the 2001 Census recording a population of 102,661. Ashford Borough Council predicts that the population will reach 141,100 by the year 2021, the Boroughs local plan continues to plan for new housing in and around the town such as the development at Finberry. The number of listed buildings in the district exceeds 400, see also the listings, Grade I listed buildings in Ashford. Beyond the town of Ashford, most of the Boroughs land area is rural compromising fields, woodland, much of the woodland is coppiced. Changes in rural land use over the past century mirror those in the rest of the present County, in addition to these national landscape areas, the Borough has many smaller Local Nature Reserves such as Hothfield Common
4.
Geographic coordinate system
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A geographic coordinate system is a coordinate system used in geography that enables every location on Earth to be specified by a set of numbers, letters or symbols. The coordinates are chosen such that one of the numbers represents a vertical position. A common choice of coordinates is latitude, longitude and elevation, to specify a location on a two-dimensional map requires a map projection. The invention of a coordinate system is generally credited to Eratosthenes of Cyrene. Ptolemy credited him with the adoption of longitude and latitude. Ptolemys 2nd-century Geography used the prime meridian but measured latitude from the equator instead. Mathematical cartography resumed in Europe following Maximus Planudes recovery of Ptolemys text a little before 1300, in 1884, the United States hosted the International Meridian Conference, attended by representatives from twenty-five nations. Twenty-two of them agreed to adopt the longitude of the Royal Observatory in Greenwich, the Dominican Republic voted against the motion, while France and Brazil abstained. France adopted Greenwich Mean Time in place of local determinations by the Paris Observatory in 1911, the latitude of a point on Earths surface is the angle between the equatorial plane and the straight line that passes through that point and through the center of the Earth. Lines joining points of the same latitude trace circles on the surface of Earth called parallels, as they are parallel to the equator, the north pole is 90° N, the south pole is 90° S. The 0° parallel of latitude is designated the equator, the plane of all geographic coordinate systems. The equator divides the globe into Northern and Southern Hemispheres, the longitude of a point on Earths surface is the angle east or west of a reference meridian to another meridian that passes through that point. All meridians are halves of great ellipses, which converge at the north and south poles, the prime meridian determines the proper Eastern and Western Hemispheres, although maps often divide these hemispheres further west in order to keep the Old World on a single side. The antipodal meridian of Greenwich is both 180°W and 180°E, the combination of these two components specifies the position of any location on the surface of Earth, without consideration of altitude or depth. The grid formed by lines of latitude and longitude is known as a graticule, the origin/zero point of this system is located in the Gulf of Guinea about 625 km south of Tema, Ghana. To completely specify a location of a feature on, in, or above Earth. Earth is not a sphere, but a shape approximating a biaxial ellipsoid. It is nearly spherical, but has an equatorial bulge making the radius at the equator about 0. 3% larger than the radius measured through the poles, the shorter axis approximately coincides with the axis of rotation
5.
Ordnance Survey National Grid
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The Ordnance Survey National Grid reference system is a system of geographic grid references used in Great Britain, different from using Latitude and Longitude. It is often called British National Grid, the Ordnance Survey devised the national grid reference system, and it is heavily used in their survey data, and in maps based on those surveys. Grid references are commonly quoted in other publications and data sources. The Universal Transverse Mercator coordinate system is used to provide references for worldwide locations. European-wide agencies also use UTM when mapping locations, or may use the Military Grid Reference System system, the grid is based on the OSGB36 datum, and was introduced after the retriangulation of 1936–1962. It replaced the previously used Cassini Grid which, up to the end of World War Two, had issued only to the military. The Airy ellipsoid is a regional best fit for Britain, more modern mapping tends to use the GRS80 ellipsoid used by the GPS, the British maps adopt a Transverse Mercator projection with an origin at 49° N, 2° W. Over the Airy ellipsoid a straight grid, the National Grid, is placed with a new false origin. This false origin is located south-west of the Isles of Scilly, the distortion created between the OS grid and the projection is countered by a scale factor in the longitude to create two lines of longitude with zero distortion rather than one. Grid north and true north are aligned on the 400 km easting of the grid which is 2° W. 2° 0′ 5″ W. OSGB36 was also used by Admiralty nautical charts until 2000 after which WGS84 has been used, a geodetic transformation between OSGB36 and other terrestrial reference systems can become quite tedious if attempted manually. The most common transformation is called the Helmert datum transformation, which results in a typical 7 m error from true, the definitive transformation from ETRS89 that is published by the OSGB is called the National Grid Transformation OSTN02. This models the detailed distortions in the 1936–1962 retriangulation, and achieves backwards compatibility in grid coordinates to sub-metre accuracy, the difference between the coordinates on different datums varies from place to place. The longitude and latitude positions on OSGB36 are the same as for WGS84 at a point in the Atlantic Ocean well to the west of Great Britain. In Cornwall, the WGS84 longitude lines are about 70 metres east of their OSGB36 equivalents, the smallest datum shift is on the west coast of Scotland and the greatest in Kent. But Great Britain has not shrunk by 100+ metres, a point near Lands End now computes to be 27.6 metres closer to a point near Duncansby Head than it did under OSGB36. For the first letter, the grid is divided into squares of size 500 km by 500 km, there are four of these which contain significant land area within Great Britain, S, T, N and H. The O square contains an area of North Yorkshire, almost all of which lies below mean high tide
6.
Southeastern (train operating company)
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London & South Eastern Railway Limited, trading as Southeastern, is a British train operating company in South East England. Southeastern also provides services along High Speed 1 from London St. Pancras, on 1 April 2006 it became the franchisee for the new Integrated Kent franchise, replacing the publicly owned South Eastern Trains on the former South Eastern franchise. Southeastern serves the main London stations of Charing Cross, Victoria, Blackfriars, Cannon Street, London Bridge, Waterloo East, the Southeastern network has a route mileage of 540, with 179 stations. About 70% of its services run to and from London and it is owned by Govia, a joint venture between Go-Ahead Group and Keolis, which also operates the neighbouring Southern franchise, which overlaps with Southeastern in some areas. The companys formal name, under which it mounted its bid for the franchise, is London, the managing director is David Statham, formerly MD of First Capital Connect. Since the privatisation of British Rail, the franchise to run trains in this area has been held by three different companies, the first company to win the South Eastern franchise, on 14 October 1996, was Connex, which operated it under the name Connex South Eastern. Connex gained a reputation for unreliable services, but it was for financial management that its franchise was cut short by the Strategic Rail Authority on 9 November 2003. Train services were taken over by South Eastern Trains, a wholly owned subsidiary of the SRA/Department for Transport created for the purpose. This would see the existing South Eastern franchise combined with the new high-speed services to be operated on High Speed 1 to form a new Integrated Kent Franchise. In December 2008, as part of the agreement, responsibility for the Redhill to Tonbridge Line was handed over to Southern. Southeastern high-speed services began operations on 14 December 2009. In March 2009 the bay platforms at London Blackfriars closed for reconstruction as part of the Thameslink Programme, Southeastern services previously terminating at Blackfriars, mostly from Sevenoaks via the Catford loop, were extended to Kentish Town, St Albans, Luton or Bedford. As a result of change, Southeastern now operates these services jointly with Thameslink using 20 dual-voltage Class 319 sets as well as newly built Class 377 Electrostars. Following the Department for Transports review after the cancellation of the InterCity West Coast franchise process, in 2013, the coalition government extended Southeasterns franchise, without competitive tender, from 31 March 2014 to June 2018. The Southeastern franchise is now set to be extended until December 2018, the Olympic Javelin or Javelin was a high-speed train shuttle service operated by Southeastern over High Speed 1 during the 2012 Summer Olympics and Paralympics. The service ran for the duration of games, between St Pancras International station and Ebbsfleet International station, via Stratford International station, which is close to the Olympic Park. During the Summer Olympics a service of eight trains an hour ran between St Pancras and Ebbsfleet, calling at Stratford, replacing the usual East Kent highspeed service, two of these were extended to Ashford and one to Faversham. Between 11pm and 1am the service between St Pancras and Ebbsfleet was increased to twelve per hour, the British Olympic Association applied to register Javelin as a UK trademark on 19 July 2005 and this was granted on 2 June 2006
7.
Eurostar
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Eurostar is a high-speed railway service connecting London with Avignon, Brussels, Lille, Lyon, Marseille and Paris. All its trains traverse the Channel Tunnel between the United Kingdom and France, owned and operated separately by Eurotunnel, the London terminus is St Pancras International, with the other British calling points being Ebbsfleet International and Ashford International in Kent. Calling points in France are Calais-Fréthun and Lille-Europe, with trains to Paris terminating at Gare du Nord, Trains to Belgium terminate at Midi/Zuid station in Brussels. In addition, there are limited services from London to Disneyland Paris at Marne-la-Vallée – Chessy, services to southern France as of 1 May 2015 and seasonal services to the Alps in winter. The service is operated by 27 eighteen-coach Class 373/1 trains which run at up to 300 kilometres per hour on a network of high-speed lines. The LGV Nord line in France opened before Eurostar services began in 1994, the French and Belgian parts of the network are shared with Paris–Brussels Thalys services and also with TGV trains. Eurostar has become the dominant operator on the routes that it operates, other operators have expressed an interest in starting competing services following deregulation in 2010. On 1 September 2010, Eurostar was incorporated as a corporate entity called Eurostar International Limited. EIL is owned by SNCF, Caisse de dépôt et placement du Québec, Hermes Infrastructure, in June 2014, the UK shareholding in Eurostar International Limited was transferred from London and Continental Railways / Department for Transport to HM Treasury. In October 2014, it was announced that the UK government planned to raise £300 million by selling that stake. In March 2015, the UK government announced that it would be selling its 40% share to an Anglo-Canadian consortium made up of Caisse de Depot et Placement du Quebec and this sale was completed in May 2015. The history of Eurostar can be traced to the 1986 choice of a tunnel to provide a cross-channel link between Britain and France. A previous attempt at constructing a tunnel between the two nations had begun in 1974, but was quickly aborted, in 1988 construction began on a new basis. Eurotunnel was created to manage and own the tunnel, which was finished in 1993, British Rail and SNCF contracted with Eurotunnel to use half the tunnels capacity for this purpose. In 1987 Britain, France and Belgium set up an International Project Group to specify a train to provide an international high-speed passenger service through the tunnel. An order for 30 trainsets, to be manufactured in France but with some British, on 20 June 1993, the first Eurostar test train travelled through the tunnel to the UK. Various technical difficulties in running the new trains on British tracks were quickly overcome, on 14 November 1994 Eurostar services began between Waterloo International station in London, Gare du Nord in Paris and Brussels-South railway station in Brussels. In 1995 Eurostar was achieving an average speed of 171.5 km/h between London and Paris
8.
High Speed 1
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High Speed 1, legally the Channel Tunnel Rail Link, is a 109-kilometre high-speed railway between London and the United Kingdom end of the Channel Tunnel. The line crosses the River Medway, and under the River Thames and it cost £5.8 billion to build and opened on 14 November 2007. Trains reach speeds of up to 300 kilometres per hour on section 1, intermediate stations are at Stratford International in London and Ebbsfleet International and Ashford International in Kent. International passenger services are provided by Eurostar, with times of London St Pancras to Paris Gare du Nord in 2 hours 15 minutes. As of November 2015, Eurostar has used a fleet of 27 Class 373/1 multi-system trains capable of 300 kilometres per hour and 320 kilometres per hour Class 374 trains, domestic high-speed commuter services serving the intermediate stations and beyond began on 13 December 2009. The fleet of 29 Class 395 passenger trains reach speeds of 225 kilometres per hour, DB Cargo UK run freight services on High Speed 1 using adapted Class 92 locomotives, enabling flat wagons carrying continental-size swap body containers to reach London for the first time. The CTRL project saw new bridges and tunnels built, with a combined length nearly as long as the Channel Tunnel itself, in 2002, the CTRL project was awarded the Major Project Award at the British Construction Industry Awards. The line was transferred to government ownership in 2009, with a 30-year concession for its operation being put up for sale in June 2010. The concession was awarded to a consortium of Borealis Infrastructure and Ontario Teachers Pension Plan in November 2010, a high-speed rail line, LGV Nord, has been in operation between the Channel Tunnel and the outskirts of Paris since the Tunnels opening in 1994. This has enabled Eurostar rail services to travel at 300 km/h for this part of their journey, a similar high-speed line in Belgium, from the French border to Brussels, HSL1, opened in 1997. In Britain, Eurostar trains had to run at a maximum of 160 km/h on existing tracks between London Waterloo and the Channel Tunnel and these tracks were shared with local traffic, limiting the number of services that could be run, and jeopardising reliability. The next plan for the Channel Tunnel Rail Link involved a tunnel reaching London from the south-east, and this opened the possibility of reusing the underused St Pancras station as the terminus, with access via the North London Line that crosses the throat of the station. The idea of using the North London line proved illusory, and it was rejected in 1994 by the then Transport Secretary, John MacGregor, as too difficult to construct and environmentally damaging. The idea of using St Pancras station as the core of the new terminus was retained, the original LCR consortium members were National Express Group, Virgin Group, S. G. Warburg & Co, Bechtel and London Electric. While the project was development by British Rail it was managed by Union Railways. On 14 November 2006, LCR adopted High Speed 1 as the name for the completed railway. Official legislation, documentation and line-side signage have continued to refer to CTRL, as the 1987 Channel Tunnel Act made government funding for a Channel tunnel rail link unlawful, construction did not take place as it was not financially viable. Construction was delayed until passage of the Channel Tunnel Rail Link Act 1996 which provided construction powers that ran for the following 10 years, the chief executive of the time Rob Holden stated that it was the largest land acquisition programme since the Second World War
9.
South Eastern main line
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The other route is the Chatham main line, which runs along the north Kent coast to Ramsgate and Dover via Chatham. The line was built by the South Eastern Railway, which was in competition with the London, Chatham and Dover Railway, the original main line was given sanction by Act of Parliament in 1836. The route first authorised was from London Bridge via Oxted, Tunbridge, Maidstone, Ashford, the route was to make use of the existing London and Croydon Railway and London and Greenwich Railway companies tracks. The SER was not a company that had an amount of capital to spare. As a cost-cutting measure, authorisation was secured in 1837 to make the junction with the London and Croydon Railway at Norwood, however, the London and Brighton Railway were authorised to build from Norwood southwards in 1847. It was suggested by Parliament that further savings could be made by avoiding having lines running in parallel valleys for 12 miles if the SER were to make its junction further south. The London and Brighton were to construct the line, and the SER were to purchase it at cost on completion, both companies would operate trains over the route. The London and Brighton took advantage of this to ensure that gradients would be kept as shallow as possible, even at the expense of substantial earthworks and a mile-long tunnel at Merstham. The SER main line diverged from the London and Brightons line at Reigate Junction, leaving the Brighton line, a beeline was made for Folkestone, plans to serve Maidstone having been abandoned. A branch line was to be built from Maidstone Road instead, the line was almost direct between the two points, not varying by more than ½ mile in either direction between Redhill and Ashford. The engineer was Sir William Cubitt, to facilitate fast running, Tunbridge, Maidstone Road and Ashford stations were built with through roads. Headcorn station was to be rebuilt on a plan in 1924. Construction began in November 1837 from Reigate Junction eastwards, and in both directions from Tunbridge, the line from London Bridge to Tunbridge opened on 26 May 1842. The line between Tonbridge and Ashford opened on 1 December 1842, No major engineering works were needed until Folkestone was reached, where a 100 feet high viaduct was needed to cross the Foord Gap. A temporary station was provided at Folkestone, which opened on 28 June 1843, with the completion of the viaduct, Folkestone station opened on 18 December 1843. East of Folkestone, a hard gault ridge was bored through by the Martello Tunnel, between Folkestone and Dover, there were three headlands, Abbotts Cliff, Round Down Cliff and Shakespeares Cliff. The first and last were of sound chalk, but Round Down Cliffs chalk was of a different character, Cubitt sought the advice of Lieutenant Hutchinson, RE, who had experience in using dynamite in the clearing of the wreck of HMS Royal George in 1840. It was decided to blow the cliff away over a distance of 500 feet, on 18 January 1843, a total of 18,500 pounds of gunpowder was used in three charges to blow away the cliff face
10.
Marshlink line
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The Marshlink line is a railway line in South East England. It runs from Ashford, Kent via Romney Marsh, Rye, the line was constructed by the South Eastern Railway, settling a rivalry with the London, Brighton and South Coast Railway that led to disputes over the route and planning. It opened in 1851 after several starts, followed by branch lines to Rye Harbour in 1854, Dungeness in 1881. The line struggled to be profitable and it seemed likely that it would close following the Beeching Report, all the branch lines were closed by 1967 but the main line was kept open because of poor road connections in the area. Services are currently being provided by Southern, the Marshlink line is one of the few in South East England that has not been electrified, and uses the British Rail Class 171 diesel rolling stock. The line starts at Ashford International, an interchange in Kent connecting it to High Speed 1. The branch originally served New Romney, Brookland Halt, Lydd Town, Lydd-on-Sea Halt, Greatstone-on-Sea Halt, New Romney and Littlestone-on-Sea, beyond Appledore, the line is single track and after crossing the River Rother reaches Rye where there is a disused branch to Rye Harbour. The mainline continues to Winchelsea, Snailham Halt, Doleham and Three Oaks before entering the 1,402 yards long Ore Tunnel, after the tunnel, the line is double track and electrified. After Ore, the line enters the 230-yard Mount Pleasant Tunnel before arriving at Hastings, passenger services are operated by Southern, as part of its East Coastway services. Trains run hourly between Ashford and Hastings, stopping at Ham Street, Appledore and Rye, Three Oaks and Winchelsea are served by a two-hourly service in each direction, while Doleham is served by three or four trains a day. Trains stop at Hastings before continuing on the East Coastway line to Brighton, at peak times, an additional hourly shuttle runs between Ashford and Rye. As of September 2016, direct services from Ashford past Eastbourne are under threat of closure from Southern, Ore is served by the Brighton-Ashford trains at peak times. Off-peak, it has electrified services to Brighton and London, which start or terminate there, the services use electric multiple units. Ham Street, Appledore and Rye have staggered platforms, passengers cross the line from the end of one platform to the end of the other. Platforms at Three Oaks and Doleham can only accommodate a single carriage, the line was part of an original proposal by the Brighton Lewes and Hastings Railway to extend its coast route to Hastings. The South Eastern Railway were keen to build the line, thereby renewing a rivalry between itself and the London, Brighton and South Coast Railway, who had already built the line to Brighton. Deemed to be of military importance, in June 1846. As part of the order, the BLHR were authorised to build the line from Hastings to Ashford, since the proposed line passed through countryside with only Rye as a significant settlement, the SER easily managed to acquire it
11.
Charing Cross railway station
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Charing Cross railway station is a central London railway terminus on the Strand in the City of Westminster. It is the terminus of the South Eastern Main Line to Dover, all trains are operated by Southeastern, which provides the majority of commuter and regional services to south-east London and Kent. It is connected to Charing Cross tube station on the London Underground and it is one of 19 stations in the United Kingdom that are managed by Network Rail. Charing Cross is the 14th busiest station in the country, the tracks approach the station from Hungerford Bridge over the River Thames. There is an office and shopping complex above the station, known as Embankment Place, the original station building was built on the site of the Hungerford Market by the South Eastern Railway and opened on 11 January 1864. The station was designed by Sir John Hawkshaw, with a single wrought iron roof arching over the six platforms on its relatively cramped site. It is built on an arched viaduct, the level of the rails above the ground varying from 13 feet at the north-east end to 27 feet at the bridge abutment at the south-east end. A year later the Charing Cross Hotel, designed by Edward Middleton Barry, opened on 15 May 1865 and gave the station an ornate frontage in the French Renaissance style. Contemporary with the Charing Cross Hotel was a replica of the Eleanor Cross in Red Mansfield stone, also designed by Edward Middleton Barry and it was based on the original 13th-century Whitehall Cross that had been demolished in 1647. Distances in London are officially measured from the site of the cross, now the statue of Charles I facing Whitehall. The condition of the cross deteriorated until it was in such a condition that it was placed on the English Heritage At Risk Register in 2008. A ten-month project to repair and restore the cross was completed in August 2010. A 77-foot length of the elegant original roof structure, comprising the two end bays at the south of the station, and part of the wall collapsed at 3,45 pm on 5 December 1905. A gang of men were employed at the time in repairing, glazing and painting the section of roof which fell. Shortly after 3,30 pm, the roof emitted a loud noise, part of the roof began to sag and the western wall began to crack. It was another 12 minutes before the collapse occurred, which enabled trains and platforms to be evacuated, the roof, girders and debris fell across four passenger trains standing in platforms 3,4,5 and 6, blocking all tracks were. The part of the wall that fell had crashed through the wall and roof of the neighbouring Royal Avenue Theatre in Northumberland Avenue. At the Board Of Trade Inquiry into the accident, expert witnesses expressed doubts about the design of the roof, consequently, the South Eastern and Chatham Railway decided not to repair the roof but to replace it
12.
Westenhanger railway station
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Westenhanger railway station is on the South Eastern Main Line in England, serving the villages of Westenhanger and Stanford, as well as Folkestone Racecourse, in Kent. It is 64 miles 15 chains down-line from London Charing Cross and is situated between Ashford International and Sandling, the station and all trains that call are operated by Southeastern. British Rail proposed the closure of the station as from 3 February 1969, objections were made which were considered by a Transport Users Consultative Committee, after which the Minister of Transport decided against closure. The station is un-manned, a PERTIS permit to travel machine is located on the up platform, the one-time station building, on the up side, was restored in March 2009. There was a station about 250 metres west of Westenhanger station which was built to serve the adjacent Folkestone Racecourse and it was only used on race days. As at January 2012 there are remains of the two platforms. High Speed 1 runs parallel to the station
13.
Southern (Govia Thameslink Railway)
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Southern is the brand name used by the Govia Thameslink Railway train operating company on the Southern routes of the Thameslink, Southern and Great Northern franchise. In July 2015, the franchisee was subsumed into GTR, but the existing Southern and Gatwick Express brand identities were retained alongside those of Thameslink and it also provides services between Milton Keynes and Croydon via the West London Line. It also operates services from Brighton to Ashford, Brighton to Seaford, Brighton to Southampton, following the end of British Rail, Connex South Central was awarded the Network SouthCentral franchise by the Director of Passenger Rail Franchising. Operations began on 26 May 1996, in March 2000, the Shadow Strategic Rail Authority announced its intention to relet the franchise from May 2003 with Connex and Govia the shortlisted bidders. In October 2000 the SSRA announced that Govia had been awarded the franchise, Govia negotiated a deal with Connex to buy out the remainder of its franchise, this was completed in August 2001. Govia trading as SouthCentral took over operations on 26 August 2001, in May 2004 the franchise was rebranded as Southern in a recall of the pre-nationalisation Southern Railway, using a green roundel logo with Southern in yellow in a green bar. In April 2007 the Department for Transport announced that the Gatwick Express franchise was to be incorporated into the main South Central franchise. This was part of a plan to increase capacity on the Brighton Main Line, involving the extension of services from Gatwick to Brighton. This doubled the number of London to Brighton express trains during those periods, in December 2008, Southern took over the services on the Redhill to Tonbridge Line from Southeastern. However, such a transfer never took place and the DfT put out the franchise for tender. In August 2008 the DfT shortlisted Govia, National Express, NedRail, in June 2009 the DfT announced that Govia had retained the franchise, to start on 20 September 2009. In March 2012 the Department for Transport announced that Abellio, FirstGroup, Govia, MTR and Stagecoach had been shortlisted for the new Thameslink, Southern, the Invitation to Tender was to be issued in October 2012, with the successful bidder announced in spring 2013. However, in the wake of the collapse of the InterCity West Coast refranchising process, in December 2012, Southerns London Victoria to London Bridge via Denmark Hill service ceased, being partially replaced by London Overgrounds new Clapham Junction to Dalston Junction service. However the Southern brand was retained, Southern was criticised for major changes to its timetables in December 2007 and December 2008. In December 2007, Southern changed the arrangement for the splitting of services to and from London Victoria on the Arun Valley Line, in December 2008 further timetable changes included the introduction of the extended Gatwick Express services. However, reliability and timekeeping on some of the new services were considered poor, on 22 January 2009, Southern responded to some of these criticisms. During 2009 these services have recorded improved timekeeping and criticisms have since subsided, the new timetable also led to unhappiness due to the difference in speed and frequency of service between East Coastway services and those on the Brighton Main Line. Further changes to the timetable were made in December 2010, the first timetable change to many of the requirements of the new franchise
14.
Island platform
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An island platform is a station layout arrangement where a single platform is positioned between two tracks within a railway station, tram stop or transitway interchange. Island platforms are popular on twin-track routes due to pragmatic and cost-effective reasons, an alternative arrangement is to position side platforms on either side of the tracks. The historical use of island platforms depends greatly upon the location, the island platform layout is a popular, cost-effective and practical solution in modern railway systems. Island platforms allow facilities such as escalators, elevators, shops, toilets and this is essential for wheelchair accessible stations. An island platform makes it easier for users and the infirm to change services between tracks. Additionally, an island platform layout eliminates the need to construct a crossover or subway between two platforms, however, island platforms may become overcrowded, especially at busy stations, and this can lead to safety issues such as Clapham Common and Angel on the London Underground. However, for the tracks to diverge around the platform, extra width is required along the right-of-way on each approach to the station. Track centers vary for rail systems throughout the world but are normally 3 to 5 meters, if the island platform is 6 meters wide, the tracks have to slew out by the same distance. While this is not a problem on a new line that is being constructed, in addition, a single island platform makes it quite difficult to have through tracks, which are usually between the local tracks. A common configuration in busy locations on high speed lines is a pair of island platforms, high-speed trains can therefore pass straight through the station, while slow trains pass around the platforms. This arrangement also allows the station to serve as a point where trains can be passed by faster trains. The purpose of this design was to reduce unnecessary passenger congestion at a station with a high volume of passengers. Many of the stations on the Great Central Railway were constructed in this form and this was because the line was planned to connect to a Channel Tunnel. Island platforms are a normal sight on Indian railway stations. Almost all railway stations in India consist of island platforms, in Toronto,29 subway stations use island platforms. A slight disadvantage is that crossovers have to be rather long, in southern New Jersey and Philadelphia, PATCO uses island platforms in all of its 13 stations, to facilitate one-person train operation. Most elevated stations in Singapores Mass Rapid Transit system use island platforms, the exception is Dover MRT Station, which uses side platforms as it is built on an existing rail line. The planned Canberra MRT Station will also use side platforms, as it also be built on an existing rail line
15.
British Rail
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British Railways, which from 1965 traded as British Rail, was the operator of most of the rail transport in Great Britain between 1948 and 1997. It was formed from the nationalisation of the Big Four British railway companies and lasted until the privatisation of British Rail. Originally a trading brand of the Railway Executive of the British Transport Commission, the period of nationalisation saw sweeping changes in the national railway network. A process of dieselisation and electrification took place, and by 1968 steam locomotion had been replaced by diesel and electric traction. Passengers replaced freight as the source of business, and one-third of the network was closed by the Beeching Axe of the 1960s in an effort to reduce rail subsidies. On privatisation, responsibility for track, signalling and stations was transferred to Railtrack, the British Rail double arrow logo is formed of two interlocked arrows showing the direction of travel on a double track railway and was nicknamed the arrow of indecision. The rail transport system in Great Britain developed during the 19th century, during World War I the railways were under state control, which continued until 1921. Complete nationalisation had been considered, and the Railways Act 1921 is sometimes considered as a precursor to that, nationalisation was subsequently carried out after World War II, under the Transport Act 1947. This Act made provision for the nationalisation of the network, as part of a policy of nationalising public services by Clement Attlees Labour Government. British Railways came into existence as the name of the Railway Executive of the British Transport Commission on 1 January 1948 when it took over the assets of the Big Four. There were also joint railways between the Big Four and a few railways to consider. Excluded from nationalisation were industrial lines like the Oxfordshire Ironstone Railway, the London Underground – publicly owned since 1933 – was also nationalised, becoming the London Transport Executive of the British Transport Commission. The Bicester Military Railway was already run by the government, the electric Liverpool Overhead Railway was also excluded from nationalisation. The Railway Executive was conscious that some lines on the network were unprofitable and hard to justify socially, however, the general financial position of BR became gradually poorer, until an operating loss was recorded in 1955. The Executive itself had abolished in 1953 by the Conservative government. Other changes to the British Transport Commission at the time included the return of road haulage to the private sector. British Railways was divided into regions which were based on the areas the former Big Four operated in, later. Western Region of British Railways, former Great Western Railway lines, London Midland Region of British Railways, former London Midland and Scottish Railway lines in England
16.
Channel Tunnel
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At its lowest point, it is 75 m deep below the sea bed, and 115 m below sea level. The speed limit for trains in the tunnel is 160 kilometres per hour, the tunnel carries high-speed Eurostar passenger trains, the Eurotunnel Shuttle for road vehicles—the largest such transport in the world—and international freight trains. The tunnel connects end-to-end with the LGV Nord and High Speed 1 high-speed railway lines, ideas for a cross-Channel fixed link appeared as early as 1802, but British political and press pressure over the compromising of national security stalled attempts to construct a tunnel. An early attempt at building a Channel Tunnel was made in the late 19th century, the eventual successful project, organised by Eurotunnel, began construction in 1988 and opened in 1994. At £5.5 billion, it was at the time the most expensive project ever proposed. The cost finally came in at £9 billion, well over its predicted budget, since its construction, the tunnel has faced several problems. Both fires and cold weather have temporarily disrupted its operation, illegal immigrants have attempted to use the tunnel to enter the UK, causing a minor diplomatic disagreement over the siting of the refugee camp at Sangatte, which was eventually closed in 2002. Migrants have also died attempting to cross through the tunnel, in 1839, Aimé Thomé de Gamond, a Frenchman, performed the first geological and hydrographical surveys on the Channel, between Calais and Dover. In 1865, a deputation led by George Ward Hunt proposed the idea of a tunnel to the Chancellor of the Exchequer of the day, around 1866, William Low and Sir John Hawkshaw promoted ideas, but apart from preliminary geological studies none were implemented. An official Anglo-French protocol was established in 1876 for a railway tunnel. On the English side a 2. 13-metre diameter Beaumont-English boring machine dug a 1, on the French side, a similar machine dug 1,669 m from Sangatte. The project was abandoned in May 1882, owing to British political and these early works were encountered more than a century later during the TML project. The French did not take the idea seriously and nothing came of Lloyd Georges proposal, in 1929 there was another proposal but nothing came of this discussion and the idea was shelved. Proponents estimated construction to be about US$150 million, the engineers had addressed the concerns of both nations military leaders by designing two sumps—one near the coast of each country—that could be flooded at will to block the tunnel. This design feature did not override the concerns of both military leaders, and other concerns about hordes of undesirable tourists who would disrupt English habits of living. Military fears continued during World War II, the estimate caused rumours that Germany had already begun digging. In 1935, a British film from Gaumont Studios, The Tunnel and it referred briefly to its protagonist, a Mr. McAllan, as having completed a British Channel tunnel successfully in 1940, five years into the future of the films release. By 1955, defence arguments had become less relevant due to the dominance of air power, in 1958 the 1881 workings were cleared in preparation for a £100,000 geological survey by the Channel Tunnel Study Group
17.
Direct current
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Direct current is a flow of electrical charge carriers that always takes place in the same direction. The current need not always have the magnitude, but if it is to be defined as dc. This contrasts with alternating current which varies the direction of flow, sources of direct current include power supplies, electrochemical cells and batteries, and photovoltaic cells and panels. The intensity, or amplitude, of a direct current might fluctuate with time, in some such cases the dc has an ac component superimposed on it. An example of this is the output of a cell that receives a modulated light communications signal. A source of dc is sometimes called a dc generator, batteries and various other sources of dc produce a constant voltage. This is called pure dc and can be represented by a straight, the peak and effective values are the same. The peak to peak value is zero because the instantaneous amplitude never changes, in some instances the value of a dc voltage pulsates or oscillates rapidly with time, in a manner similar to the changes in an ac wave. The unfiltered output of a wave or a full wave rectifier. In 1820, Hans Christian Orsted discovered that electrical current creates a magnetic field and this discovery made scientists relate magnetism to the electric phenomena. In 1879, Thomas Edison invented the light bulb. He improved a 50-year-old idea using lower current electricity, a vacuum inside the globe and a small carbonized filament. At that time, the idea of lightning was not new. Edison not only invented an incandescent electric light, but an electric lighting system contained all the necessary elements to make the incandescent light safe, economical. Prior to 1879, direct current electricity had been used in lighting for the outdoors and it was in the 1880s when the modern electric utility industry began. It was an evolution from street lighting systems and from gas and it was located in Lower Manhattan, on Pearl Street. This station provided light and electricity to customers in a one square mile range, the station was called Thomas Edisons Pearl Street Electricity Generating Station. This station introduced four elements of an electric utility system, Efficient distribution, competitive price, reliable central generation
18.
Third rail
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A third rail is a method of providing electric power to a railway locomotive or train, through a semi-continuous rigid conductor placed alongside or between the rails of a railway track. It is used typically in a transit or rapid transit system. Third rail systems are supplied from direct current electricity. The third-rail system of electrification is unrelated to the third used in dual gauge railways. Third-rail systems are a means of providing electric power to trains. On most systems, the rail is placed on the sleeper ends outside the running rails. The conductor rail is supported on ceramic insulators or insulated brackets, the trains have metal contact blocks called shoes which make contact with the conductor rail. The traction current is returned to the station through the running rails. The conductor rail is made of high conductivity steel. The conductor rails have to be interrupted at level crossings, crossovers, tapered rails are provided at the ends of each section, to allow a smooth engagement of the trains contact shoes. Because third rail systems present electric shock hazards close to the ground, a very high current must therefore be used to transfer adequate power, resulting in high resistive losses, and requiring relatively closely spaced feed points. The electrified rail threatens electrocution of anyone wandering or falling onto the tracks. This can be avoided by using platform screen doors, or the risk can be reduced by placing the rail on the side of the track away from the platform. There is also a risk of pedestrians walking onto the tracks at level crossings, the Paris Metro has graphic warning signs pointing out the danger of electrocution from urinating on third rails, precautions which Chicago did not have. The end ramps of conductor rails present a practical limitation on speed due to the impact of the shoe. The world speed record for a rail train is 174 km/h attained on 11 April 1988 by a British Class 442 EMU. In the event of a collision with an object, the beveled end ramps of bottom running systems can facilitate the hazard of having third rail penetrate the interior of a passenger car. This is believed to have contributed to the death of five passengers in the Valhalla train crash of 2015, third rail systems using top contact are prone to accumulations of snow, or ice formed from refrozen snow, and this can interrupt operations
19.
Railway electrification in Great Britain
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Railway electrification in Great Britain began during the late 19th century. In 2006, 40%—3,062 miles of the British rail network was electrified, according to Network Rail, 64% of the electrified network uses the 25 kV AC overhead system, and 36% uses the 660/750 V DC third-rail system. The first electric railway in Great Britain was Volks Electric Railway in Brighton which opened in 1883, the London Underground began operating electric services using a fourth rail system in 1890 on the City and South London Railway, now part of the Northern line. Main line electrification of suburban lines began in the early years of the 20th century. In 1921 a government committee chose 1,500 V DC overhead to be the national standard, during the interwar period, the Southern Railway adopted the 660 V DC third rail system as its standard and greatly expanded this system across its network of lines south of London. After World War II and the nationalisation of the railways in 1948, in 1956, BR adopted 25 kV AC overhead as standard for all projects outside logical extensions of third-rail systems. The 25 kV AC network has continued to slowly. In May 2009, Network Rail launched a consultation on large-scale electrification, potentially to include the Great Western Main Line and Midland Main Line, key benefits cited were that electric trains are faster, more reliable and cause less track wear than diesel trains. Since then, electrification of the Great Western Main Line has been approved, electric trains are planned to run to Bristol from 2016, Electrification of the Midland Main Line, several Trans-Pennine routes and the Welsh Valleys has also been approved. In Scotland, where transport is devolved to the Scottish Government, Transport Scotland is extending electrification, for example and this is part of a larger plan that sees many major routes in central Scotland electrified, including the main Edinburgh Waverley – Glasgow Queen Street route. In June 2011, Peter Dearman of Network Rail suggested that the network will need to be converted into overhead lines. He stated, Although the top speed is 100 mph, the trains cannot go over 80 mph well, agreeing that conversion would be expensive, he said that the third rail network is at the limit of its power capability, especially as trains become more advanced in technology. This conversion is a scheme to develop a business case for full conversion of the third rail network. The ORR has also stated that on safety grounds, third rail 750V DC has a limited future, British Railways chose this as the national standard for future electrification projects outside of the third rail area in 1956. Following this, a number of lines that were electrified at a different voltage were converted. Work started in the late 1950s, the first major electrification project using 25 kV was the West Coast Main Line. Liverpool Lime Street including newly electrified routes to Manchester via Newton-le-Willows, Manchester, see Stafford to Manchester Line and Crewe to Manchester Line. Glasgow Central, in 1974, from Weaver Junction using Mark 3A series The Abbey Flyer was electrified 1987-88 by Network SouthEast, Edinburgh Waverley in 1989 In 2003, the Crewe to Kidsgrove section of the Crewe to Derby Line was electrified as a diversionary route for the WCML
20.
25 kV AC railway electrification
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25 kV alternating current electrification is commonly used in railway electrification systems worldwide, especially for high-speed rail. This electrification is ideal for railways that cover long distances or carry heavy traffic, after some experimentation before World War II in Hungary and in the Black Forest in Germany, it came into widespread use in the 1950s. Railways using older, lower-capacity direct current systems have introduced or are introducing 25 kV AC instead of 3 kV DC/1.5 kV DC for their new high-speed lines. The first successful operational and regular use of the 50 Hz system dates back to 1931 and it was developed by Kálmán Kandó in Hungary, who used 16 kV AC at 50 Hz, asynchronous traction, and an adjustable number of poles. The first electrified line for testing was Budapest–Dunakeszi–Alag, the first fully electrified line was Budapest–Győr–Hegyeshalom. Although Kandós solution showed a way for the future, railway operators outside of Hungary showed a lack of interest in the design. The first railway to use system was completed in 1951 by SNCF between Aix-les-Bains and La Roche-sur-Foron in southern France, initially at 20 kV but converted to 25 kV in 1953. The main reason why electrification at this voltage had not been used before was the lack of reliability of mercury-arc-type rectifiers that could fit on the train. This in turn related to the requirement to use DC series motors, until the early 1950s, mercury-arc rectifiers were difficult to operate even in ideal conditions and were therefore unsuitable for use in the railway industry. It was possible to use AC motors, but they did not have a characteristic for traction purposes. This was because control of speed is difficult without varying the frequency and this is why DC series motors were the best choice for traction purposes, as they can be controlled by voltage, and have an almost ideal torque vs speed characteristic. In the 1990s, high-speed trains began to use lighter, lower-maintenance three-phase AC induction motors. The N700 Shinkansen uses a converter to convert 25 kV single-phase AC to 1,520 V AC to 3,000 V DC to a maximum 2,300 V three-phase AC to run the motors. The system works in reverse for regenerative braking, the choice of 25 kV was related to the efficiency of power transmission as a function of voltage and cost, not based on a neat and tidy ratio of the supply voltage. For a given level, a higher voltage allows for a lower current. The Indian Traction Power uses a 25 kV autotransformer system to achieve greater than the 25 kV system. Supply, in terms, the supply for the electric trains run by the Indian Rail uses only two phases of the normal three-phase electric power supply. The usage of the two phases is a one, feeding a single phase transformer with the two phases instead of the conventional feeding of a phase and a neutral
21.
Alternating current
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Alternating current, is an electric current which periodically reverses direction, whereas direct current flows only in one direction. A common source of DC power is a cell in a flashlight. The abbreviations AC and DC are often used to mean simply alternating and direct, the usual waveform of alternating current in most electric power circuits is a sine wave. In certain applications, different waveforms are used, such as triangular or square waves, audio and radio signals carried on electrical wires are also examples of alternating current. These types of alternating current carry information encoded onto the AC signal and these currents typically alternate at higher frequencies than those used in power transmission. Electrical energy is distributed as alternating current because AC voltage may be increased or decreased with a transformer, use of a higher voltage leads to significantly more efficient transmission of power. The power losses in a conductor are a product of the square of the current and this means that when transmitting a fixed power on a given wire, if the current is halved, the power loss will be four times less. Power is often transmitted at hundreds of kilovolts, and transformed to 100–240 volts for domestic use, high voltages have disadvantages, such as the increased insulation required, and generally increased difficulty in their safe handling. In a power plant, energy is generated at a convenient voltage for the design of a generator, near the loads, the transmission voltage is stepped down to the voltages used by equipment. Consumer voltages vary somewhat depending on the country and size of load, the voltage delivered to equipment such as lighting and motor loads is standardized, with an allowable range of voltage over which equipment is expected to operate. Standard power utilization voltages and percentage tolerance vary in the different mains power systems found in the world, high-voltage direct-current electric power transmission systems have become more viable as technology has provided efficient means of changing the voltage of DC power. HVDC systems, however, tend to be expensive and less efficient over shorter distances than transformers. Three-phase electrical generation is very common, the simplest way is to use three separate coils in the generator stator, physically offset by an angle of 120° to each other. Three current waveforms are produced that are equal in magnitude and 120° out of phase to each other, if coils are added opposite to these, they generate the same phases with reverse polarity and so can be simply wired together. In practice, higher pole orders are commonly used, for example, a 12-pole machine would have 36 coils. The advantage is that lower rotational speeds can be used to generate the same frequency, for example, a 2-pole machine running at 3600 rpm and a 12-pole machine running at 600 rpm produce the same frequency, the lower speed is preferable for larger machines. If the load on a system is balanced equally among the phases. Even in the worst-case unbalanced load, the current will not exceed the highest of the phase currents
22.
Overhead line
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An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
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