Poole railway station
Poole railway station is on the South Western Main Line serving the town of Poole in Dorset, England. It is situated in the town centre next to Holes Bay, it is one of four stations in the Borough of Poole and is 113 miles 62 chains down the main line from London Waterloo. The station is operated by South Western Railway and is served by London to Weymouth express and semi-fast services, it is the terminus for the London to Poole stopping service. Virgin CrossCountry used to operate services from Poole to the North West and Scotland but since 2007 these now start/terminate at Bournemouth; the first Poole station was on the western side of Holes Bay, at the location that became Hamworthy Goods. There was a branch to the west of Holes Bay from Poole Junction to the station called Poole, situated to the west of the bridge over the inlet; this was the "Poole" station that Somerset & Dorset trains reached over L&SWR tracks, after reversing at Wimborne. This was inconvenient for the town of Poole, the L&SWR interest built a railway to reach Poole itself from a new junction at what is now Broadstone, opening on 2 December 1872.
The new station was called New Poole, the junction station at what is now Broadstone was called New Poole Junction. When this caused confusion, the New Poole Junction station was renamed Broadstone, naming it after the nearby Broadstone Farm; the original New Poole station buildings were built on the London-bound platform, close to the site of Towngate Bridge which replaced a level crossing in 1971. Following the opening of the Bournemouth Direct Railway line via Sway in 1888, the platforms' direction of travel was reversed; the Victorian buildings were replaced by a British Rail prefabricated structure on the other side of the line in the 1970s. This was replaced by the current station building built in the late 1980s. In 2004 proposals were drawn up for the current station buildings and footbridge to be replaced as part of redevelopment plans for the old goods yard. A hotel was to be built on the site of the current station building, however as of 2010 these plans have not progressed; until 1967, trains through Poole were steam hauled.
Between 1967 and 1988, passenger services on the London Waterloo-Weymouth line were provided by Class 33/1 diesel locomotives with Class 438 coaching stock. The line through Poole was electrified in 1988, using the standard British Rail Southern Region direct current third rail at 750 volts. Class 442 electric multiple units were used following electrification, until being displaced by new Class 444 electric multiple units in 2007; the station has two platforms capable of handling trains of 12 coaches, platform 1 is bi-directional. Trains from London terminating at the station use platform 1 before moving to the empty stock sidings further west and reversing for the return service. There was a goods line to Poole Quay, it ran along part of what is now West Quay Road. It closed in May 1960 and was removed in 1961. Poole station is 113 miles 62 chains from Waterloo; the Engineers line reference code for the line is BML2. Under the station name signs on the platforms are additional boards informing passengers that Poole is the home of Bournemouth University, the main campus of, located in the Talbot Village area of the borough.
The signs replaced most of the ones displaying the Condor Ferries logo with information on alighting at the station for services to the Channel Islands, though some remain on the station building. The Condor signs, the original version of which were installed in 1997, were in place due to the Condor Ferries Rail/Sea through ticketing scheme which includes a taxi to the ferry port from the station. Facilities include: Ticket office Quick Ticket machines News agent Photo booth Luggage trolleys Toilets Bicycle storage Taxi rank Bus stop Car parkTrain running information is provided via digital information displays, timetable poster boards, customer help points and automated announcements. Step-free access is available to both platforms via a ramped underpass. From 9 December 2007, the Wareham stopping service was replaced by a semi-fast service from London Waterloo to Weymouth; this is an extension of the stopping service that terminated at Poole and stops at all stations to Weymouth. The existing Weymouth service has become an express between Poole and Weymouth only stopping at Hamworthy, Wool, Dorchester South and Weymouth but call additionally at Parkstone and Branksome.
The current London Waterloo to Southampton Central service was extended to Poole as a stopping service to compensate for the loss of the Wareham train and maintain service levels from the station. The stopping service is not recommended for use by passengers for London Waterloo due to its long stops at Brockenhurst and Southampton Central or Eastleigh where it is overtaken by the express and semi-fast services. There are two early morning express services which by-pass Woking. Three return journeys operate in the evening; the express service to London Waterloo takes 2 hours, the semi-fast service 2 hours 15 minutes and the slow service 2 hours 45 minutes. Poole Station and Goods Yard Redevelopment Plans
National Rail in the United Kingdom is the trading name licensed for use by the Rail Delivery Group, an unincorporated association whose membership consists of the passenger train operating companies of England and Wales. The TOCs run the passenger services provided by the British Railways Board, from 1965 using the brand name British Rail. Northern Ireland, bordered by the Republic of Ireland, has a different system. National Rail services share a ticketing structure and inter-availability that do not extend to services which were not part of British Rail; the name and the accompanying double arrow symbol are trademarks of the Secretary of State for Transport. National Rail should not be confused with Network Rail. National Rail is a brand used to promote passenger railway services, providing some harmonisation for passengers in ticketing, while Network Rail is the organisation which owns and manages most of the fixed assets of the railway network, including tracks and signals; the two coincide where passenger services are run.
Most major Network Rail lines carry freight traffic and some lines are freight only. There are some scheduled passenger services on managed, non-Network Rail lines, for example Heathrow Express, which runs on Network Rail track; the London Underground overlaps with Network Rail in places. Twenty eight owned train operating companies, each franchised for a defined term by government, operate passenger trains on the main rail network in Great Britain; the Rail Delivery Group is the trade association representing the TOCs and provides core services, including the provision of the National Rail Enquiries service. It runs Rail Settlement Plan, which allocates ticket revenue to the various TOCs, Rail Staff Travel, which manages travel facilities for railway staff, it does not compile the national timetable, 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 and marketing material is the preserve of the individual TOCs.
However, National Rail continues to use BR's famous double-arrow symbol, designed by Gerald Burney of the Design Research Unit. 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 double arrow symbol remain state-owned, being vested in the Secretary of State for Transport. The double arrow symbol is used to indicate a railway station on British traffic signs; the National Rail logo was introduced by ATOC in 1999, 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, available on its website. "In 1964 the Design Research Unit—Britain’s first multi-disciplinary design agency founded in 1943 by Misha Black, Milner Gray and Herbert Read—was commissioned to breathe new life into the nation’s neglected railway industry".
The NR title is sometimes described as a "brand". As it was used by British Rail, the single operator before franchising, its use maintains continuity and public familiarity; the lettering used in the National Rail logotype is a modified form of the typeface Sassoon Bold. Some train operating companies continue to use the former British Rail Rail Alphabet lettering to varying degrees in station signage, although its use is no longer universal; the British Rail typefaces of choice from 1965 were Helvetica and Univers, with others coming into use during the sectorisation period after 1983. TOCs may use what they like: examples include Futura, Frutiger, a modified version of Precious by London Midland. Although TOCs compete against each other for franchises, for passengers on routes where more than one TOC operates, the strapline used with the National Rail logo is'Britain's train companies working together'. Several conurbations have their own metro or tram systems, most of which are not part of National Rail.
These include the London Underground, Docklands Light Railway, London Tramlink, Blackpool Tramway, Glasgow Subway, Tyne & Wear Metro, Manchester Metrolink, Sheffield Supertram, Midland Metro and Nottingham Express Transit. On the other hand, the self-contained Merseyrail system is part of the National Rail network, urban rail networks around Birmingham, Cardiff and West Yorkshire consist of National Rail services. London Overground is a hybrid: its services are operated via a concession awarded by Transport for London, are branded accordingly, but until 2010 all its routes used infrastructure owned by Network Rail. LO now possesses some infrastructure in its own right, following the reopening of the former London Underground East London line as the East London Railway. Since all the previous LO routes were operated by National Rail franchise Silverlink until November 2007, they have continued to be shown in the National Rail timetable and are still considered to be a part of National Rail.
Heathrow Express and Eurostar are not part of the National Rail network despite sharing of stations. Northern Ireland Railways were
Clapham Junction railway station
Clapham Junction railway station is a major railway station and transport hub near St John's Hill in south-west Battersea in the London Borough of Wandsworth. It is 2 miles 57 chains from 3 miles 74 chains measured from London Waterloo. Despite its name, Clapham Junction is not located in Clapham, a district situated 1 mile to the south-east. Routes from London's south and south-west termini and Waterloo, funnel through the station, making it the busiest in Europe by number of trains using it: between 100 and 180 per hour except for the five hours after midnight; the station is the busiest UK station for interchanges between services. Before the railway came, the area was specialised in growing lavender; the coach road from London to Guildford ran south of the future station site, past The Falcon public house at the crossroads in the valley between St. John's Hill and Lavender Hill. On 21 May 1838 the London and Southampton Railway became the London and South Western Railway, opened its line from Nine Elms as far as Woking.
That was the first railway through the area but it had no station at the present site. The second line from Nine Elms to Richmond, opened on 27 July 1846. Nine Elms was replaced in 1848 as the terminus by Waterloo Bridge station, now Waterloo; the line to Victoria opened by 1860. Clapham Junction opened on 2 March 1863, a joint venture of the L&SWR, the London and South Coast Railway and the West London Extension Railway as an interchange station for their lines; when the station was built, much of Battersea was the site of heavy industry while Clapham, a mile south-east of this point, was fashionable. The railway companies, to attract a middle- and upper-class clientele, seized the unindustrial parish calculating that being upon the slopes of Clapham's plateau would only re-inforce this distinction, leading to a long-lasting misunderstanding that the station is in Clapham; the railway companies were not alone in eschewing the name of Battersea. Additional station buildings were erected in 1874 and 1876.
Whereas the station brought wealthy streets to Battersea its adjoining manual railway works and the large Battersea Power Station brought slums, the population of which rose from 6,000 in 1840 to 168,000 by 1910. Battersea's slums unfit for human habitation were replaced with council and charitable housing between 1918 and 1975. A £39.5 million planning application from Metro Shopping Fund was withdrawn before governmental planning committee consideration on 20 May 2009. A'Heathrow Airtrack' to reduce the 95-minute journey by tube and Gatwick Express to Gatwick and unite the Great Western Main Line with Heathrow and the South Western Main Line was cancelled in 2011 following improvements to the 2005-built Heathrow Connect track from Hayes and Harlington and practical impediments, such as pressure for continued high-frequency services on the three deemed-'entrenched' semi-fast and slow services between Clapham Junction and Staines. Overground, the change would have been at Clapham Junction.
On the morning of 12 December 1988 two collisions involving three commuter trains occurred south-west of the station. Thirty-five people died and more than 100 were injured. On the morning of 16 December 1991, a bomb ripped through tracks on one of the station's platforms, causing major disruption to the rail network; the Provisional Irish Republican Army claimed responsibility. The station is named Clapham Junction; the name is not given to any rail junction near the station which, without end-on intercompany junctions, are: Falcon Junction at the south end of the station, where the West London Line joins the Brighton Slow Lines Ludgate Junction at the eastern end of the Windsor Line platforms to the WLL Latchmere SW Junction connecting the WLL to the Windsor lines at Ludgate Junction. Latchmere Main Junction connecting the WLL to the Brighton Line at Falcon Junction. West London Extension Junction and Junction for Waterloo, relaid for Eurostar empty-stock moves from the Windsor Lines to the WLL.
Pouparts Junction where the low-level and high-level approaches to Victoria split. Each day about 2,000 trains, over half of them stopping, pass through the station, more than through any other station in Europe. At peak times 180 trains per hour pass through, it is not the busiest station by number of passengers. Interchanges make some 40% of the activity and on that basis too it is the busiest station in the UK. In 2011 the station had three entrances, all with staffed ticket offices, though only the south-east entrance is open 24 hours a day; the most used of the three, this leads from St John's Hill via a small indoor shopping centre into a subway some 15 ft wide, that connects to the eastern ends of all platforms. The north entrance, which has restricted opening hours, leads from Grant Road to the same subway; the subway is crowded during rush hours, with the ticket barriers at the ends being pinch points. The south-west entrance known as the Brighton Yard entrance, as the buildings still bear signage for the Londo
Surbiton railway station
Surbiton railway station is a National Rail station in Surbiton, south-west London, in the Royal Borough of Kingston upon Thames. The station is managed and served by South Western Railway, is in Travelcard Zone 6, it is 12 miles 3 chains from London Waterloo and is situated between Berrylands and Esher on the main line. It has been considered as one of the finest modernist stations in Great Britain and is a Grade II listed building; the London and Southampton Railway intended its line to go via Kingston but Kingston Corporation objected, fearing a deleterious impact on their coaching trade, the railway passed about 1.5 mi south of the town with the first Kingston station opening in 1838 on the east side of King Charles Road. In either 1840 or in 1845 it was resited 0.5 miles west to Surbiton little more than a farm. The Hampton Court Branch was built in 1849, the New Guildford Line which diverges at the same point opened in 1885. Successive renamings of the station were Kingston Junction in late 1852, Surbiton and Kingston in 1863 when the present Kingston railway station opened on the branch line, Surbiton in 1867.
The station was rebuilt in 1937 by the Southern Railway with two island platforms with Southern Railway designed canopies. The buildings were designed by James Robb Scott in an art deco style. In 1984/85 a large mural titled'Passengers' was painted in the booking hall by artist Graeme Willson, it has since been removed. The station had a moderately sized goods yard, situated on the eastern side of the station platforms. Two additional sidings were located on the western'up' side of the station and were served by a short loading platform. In addition to local goods facilities, the main yard was used as the loading point for the short lived Surbiton – Okehampton car carrier service that ran between 1960 and 1964; the main goods yard closed in 1971 with all localised freight operations being moved to the nearby goods yard at Tolworth on the Chessington branch. The former goods yard site at Surbiton became the main station car park although some land was subsequently developed into residential flats.
One of the two'up' sidings remains in place and still sees occasional use with civil engineering stock. A major incident occurred on 4 July 1971 when a freight train derailed on the points at the London end of platforms 3 & 4. Unaware of the incident, the driver continued through the station with the result that two derailed wagons toppled over south of the platforms and obstructed the down fast through line. At the same time, a down express passed through the station and collided with the derailed wagons at a speed that caused the front of the express to derail and topple over; the leading coach came to rest as it struck the road bridge that passes under the line south of the station. There were no fatalities and the cause of the initial derailment was attributed to overloading of some of the ballast wagons in the freight train which resulted in buffer locking when the train left Clapham Junction yard that day; the ticket office at Surbiton is open seven days a week, unlike some stations, so commuters from surrounding areas sometimes go to this station to buy and renew tickets.
The typical off-peak service in trains per hour at the station is: 10 to London Waterloo 2 to Hampton Court 2 to Woking 2 to Guildford via Cobham 2 to Basingstoke calls at Weybridge and Woking 2 to Alton calls at Woking The station has four platforms on two islands. Platform 1: for most services to London Waterloo. Platform 2: for some services to London Waterloo in the early morning and late evening. Non-stopping up trains use its track. Platform 3: for trains to Basingstoke and the Alton Line. Platform 4 is for trains to Woking, the Hampton Court Branch and the New Guildford Line An additional track for non-stopping down trains lies between Platforms 2 and 3. London Buses routes 65, 71, 281, 465, K1, K2, K3 and K4 and non-TFL routes 514 and 515 serve the station; the station was used for filming of Harry Potter and the Half-Blood Prince in October 2007. Surbiton station appears in Agatha Christie's Poirot: "The Adventure of the Clapham Cook", a TV adaptation of the short story by Agatha Christie and the first episode of the 1989 ITV series.
Having been set in the 1930s Art Deco period and external shots of Hercule Poirot's fictional residence Whitehaven Mansions being filmed at Florin Court, the station assists in maintaining the authenticity of the programme and was built within a year of Florin Court. Train times and station information for Surbiton railway station from National Rail London Transport Museum: Kingston – The growth of London through transport – with 1875 map
Southampton Central railway station
Southampton Central railway station is a main line station serving the city of Southampton in Hampshire, southern England. It is on the South Western Main Line and the West Coastway Line, it is 79 miles 19 chains measured from London Waterloo. The station is managed by South Western Railway who operate the majority of services, including frequent trains to London Waterloo and Portsmouth Harbour. Other operators are CrossCountry, Great Western Railway and Southern, which links Southampton to London Victoria, East Croydon, Gatwick Airport and Brighton. Southampton Central station was opened as Southampton West in 1895, to replace the smaller nearby West End station; the station was on the seafront the stretch of water known as West Bay, with the water reaching right up to the southern edge of the platforms at high tide. A series of land reclamation projects to expand the docks funded by the London and South Western Railway, culminated in the building of the vast "New Docks" between 1927 and 1934, which led to all of West Bay being reclaimed and the station becoming landlocked.
The new land and the demand for new lines allowed the station to be enlarged and redeveloped in 1934–1935, it became Southampton Central. The new station buildings were constructed from concrete. An air raid on 23 November 1940 damaged the buildings alongside platform one; the station was hit by two German parachute mines on 22 July 1941 which destroyed the ticket hall on platform four and damaged the island platform. In preparation for the closure of Southern Terminus station near the docks in 1966, alterations were made to the station's parcel handling facilities to allow it to handle increased volume. In 1967, soon after the closure of Southampton Terminus, the station was rebuilt, losing its clocktower, replaced with an office block. At this point it was renamed Southampton, although in 1994 was once again renamed to Southampton Central. A partnership between Network Rail, South West Trains and Southampton City Council saw a £3million investment in the refurbishment of the station and improved passenger facilities, completed at the end of 2011.
It was announced in late 2011 that Southampton City Council has plans to rebuild the whole station under the Western Gateway project. The project costing £200 million will see a new station with 10 platforms, over 25,000sq metres of retail and office space; this project is part of the Future Southampton programme, set to be complete by 2025. All the platforms are split into two sections, A at the east and B at the west, allowing two services to occupy a platform at the same time, or to allow for trains dividing into two portions or attaching to make one train; this dual use occurs throughout the day on platforms 2 and 3, in peak hours on platforms 1 and 4. Platforms 1 and 4 are side platforms facing the fast lines; these platforms accommodate CrossCountry's Manchester to Bournemouth services. Platforms 2 and 3 are on an island. On these platforms call services on South Western Railway's Romsey to Salisbury local service, its service to Portsmouth & Southsea, its stopping services to London Waterloo.
Southern services to London Victoria and Brighton start from these platforms. There is an ex-Red Star Parcels bay on the Bournemouth end of platform 4. Numbered as platform 5, stopping services to Brockenhurst used this platform, but the platform can no longer be used for passenger services due to the lack of a proper starting signal, it is now used for the stabling of spare units. A number of goods loops are located a short distance away allowing terminating trains to clear the platforms for through services if required, to allow passenger services to pass freight trains. Southampton Central houses both the South Western Railway head office and a British Transport Police station in Overline House on the up side, with street access from Blechynden Terrace. Southampton Central has three trains an hour to London Waterloo. Two of these take 1 h 20 min while the Poole stopping service takes 1 h 40 min. Romsey can be reached from Southampton Central using trains departing in both directions, by South Western Railway via Chandler's Ford in the up direction and by South Western Railway and Great Western Railway via Redbridge in the down.
At the station, South Western Railway offer the following in their normal Monday to Friday off-peak service pattern: 3 trains per hour to London Waterloo 2 trains per hour to Weymouth 1 train per hour to Poole 1 train per hour to Portsmouth and Southsea/Portsmouth Harbour 1 train per hour to Salisbury via Romsey 1 train per hour to Romsey via Chandler's FordSouthern offer the following in their normal Monday to Friday off-peak service pattern: 1 train per hour to Brighton 1 train per hour to London VictoriaGreat Western Railway offer the following in their normal Monday to Friday off-peak service pattern: 1 train per hour to Portsmouth Harbour 1 train per hour to Cardiff Central 1 train per day to Brighton 3 trains per day to Great MalvernCrossCountry offer the following in their normal Monday to Friday off-peak service pattern: 1 train per hour to Bournemouth 1 train per hour to Manchester Piccadilly 1 train per 2 hours to NewcastleOn 9 December 2007, a numb
London and South Western Railway
The London and South Western Railway was a railway company in England from 1838 to 1922. Starting as the London and Southampton Railway, its network extended from London to Plymouth via Salisbury and Exeter, with branches to Ilfracombe and Padstow and via Southampton to Bournemouth and Weymouth, it had many routes connecting towns in Hampshire and Berkshire, including Portsmouth and Reading. In the grouping of railways in 1923 the LSWR amalgamated with other railways to create the Southern Railway. Among significant achievements of the LSWR were the electrification of suburban lines, the introduction of power signalling, the development of Southampton Docks, the rebuilding of Waterloo Station as one of the great stations of the world, the handling of the massive traffic involved in the First World War. Spreading car ownership led to a rapid decline of passenger traffic in Devon and Cornwall from about 1960 to the end of that decade so short mid-distance-from-London branches and the remote peninsular sections of route closed under the Beeching Report, except the line to Penzance from Exeter which had since the outset been the main preserve of the Great Western Railway, chiefly due to that company's initial laying of track there and doing so on broad gauge and encouraging Devon and Cornish companies to do so under the'Gauge War'.
The London and South Western Railway originated as a renaming of the London and Southampton Railway, which opened in May 1840 to connect the port of Southampton with London. Its original London terminus was Nine Elms, on the south bank of the river Thames, the route being laid through Wimbledon, Woking and Winchester, using what became the standard track gauge of 4 ft 8 1⁄2 in; the railway was an immediate success, this encouraged the company to think of extensions, to Windsor, to Gosport and to Salisbury. The company saw potential from the area westward, which put it in direct competition with the Great Western Railway: it was important to secure lines and stations to seek to keep the competitor out; as the Great Western Railway used the broad gauge, any gauge adopted by independent smaller lines dictated their permissibility for joint running, this territorial competition became known as the gauge wars. The Nine Elms terminus was inconvenient to most Londoners and the line was extended north-eastwards to Waterloo via the Nine Elms to Waterloo Viaduct in 1848.
The Great Western Railway secured access early on to Exeter and Plymouth through its allied companies, the LSWR aspired to build its own competing route to reach Devon and Cornwall, which would offer considerable traffic potential. It made a slow start but had its own line from Basingstoke to Salisbury and Exeter, continuing by a northerly arc to Plymouth, to north Devon and north Cornwall. Coming than the Great Western to the area, it never achieved the solid prosperity there of its broad gauge neighbour; the Southampton line had been extended to Weymouth via Ringwood, the LSWR consolidated its home area building branches closer to London, direct lines to Portsmouth, to Reading. It became joint owner, with the Midland Railway, of the Somerset and Dorset Railway, responsible for infrastructure and coaching stock on the latterly famous route. Shipping became significant with passenger and freight services to the Channel Islands, to Saint-Malo in France, to the Isle of Wight. In the twentieth century, it embarked on a programme of electrifying the suburban routes, at 600 V DC using a third rail.
This covered the entire suburban area. Freight traffic from the West Country was important, but the emphasis on suburban electrification led to weaker development of steam traction for fast passenger and goods services to Devon and Cornwall, to Portsmouth and Weymouth. At the grouping of the railways, the LSWR amalgamated with other railways to create the Southern Railway, the independent Isle of Wight railways were absorbed, becoming part of the former LSWR section within the Southern Railway, its enlightened and unorthodox Chief Mechanical Engineer, Oliver Bulleid, put in hand the construction of a fleet of powerful express steam locomotives, the Merchant Navy class, followed by a larger fleet of so-called light pacifics, built with lighter axle loading to give access to branch lines with weaker track and bridge strengths. At the same time they revolutionised express passenger train speeds to Weymouth and the West Country, although their technical innovation incorporated a number of difficulties.
Electrification of the Portsmouth line was now carried out. Capital infrastructure works were undertaken, including the Feltham marshalling yard, major improvements to Southampton Docks and Waterloo station, a new locomotive workshop at Eastleigh, grade separated junctions on the main line, as well as signalling modernisation schemes. A concrete manufacturing works was established at Exmouth Junction producing standardised pre-cast components such as platform units, lamp posts and platelayers' huts. Nationalisation of the railways in 1948 brought little immediate change to the former LSWR system, now part of the Southern Operating Area of British Railways the Southern Region, although national centralisation of locomotive design made Bulleid's position untenable and he retired. However, in
Fleet railway station (Lincolnshire)
Fleet railway station was a station in Fleet, Lincolnshire. It closed to passengers in 1959, with the last goods train running in 1965