London and North Eastern Railway
The London and North Eastern Railway was the second largest of the "Big Four" railway companies created by the Railways Act 1921 in Britain. It operated from 1 January 1923 until nationalisation on 1 January 1948. At that time, it was divided into the new British Railways' Eastern Region, North Eastern Region, the Scottish Region; the company was the second largest created by the Railways Act 1921. The principal constituents of the LNER were: Great Eastern Railway Great Central Railway Great Northern Railway Great North of Scotland Railway Hull and Barnsley Railway North British Railway North Eastern RailwayThe total route mileage was 6,590 miles; the North Eastern Railway had the largest route mileage of 1,757 miles, whilst the Hull and Barnsley Railway was 106.5 miles. It covered the area east of London, it included the East Coast Main Line from London to Edinburgh via York and Newcastle upon Tyne and the routes from Edinburgh to Aberdeen and Inverness. Most of the country east of the Pennines was including East Anglia.
The main workshops were in Doncaster, with others at Darlington and Stratford, London. The LNER inherited four of London's termini: Fenchurch Street (ex-London and Blackwall Railway. In addition, it ran suburban services to Broad Moorgate; the LNER owned: 7,700 locomotives, 20,000 coaching vehicles, 29,700 freight vehicles, 140 items of electric rolling stock, 6 electric locomotives and 10 rail motor cars 6 turbine and 36 other steamers, river boats and lake steamers, etc. In partnership with the London and Scottish Railway, the LNER was co-owner of the Midland and Great Northern Joint Railway, the UK's biggest joint railway, much of which competed with the LNER's own lines; the M&GNJR was incorporated into the LNER in 1936. In 1933, on the formation of the London Passenger Transport Board, the LNER acquired the remaining operations of the Metropolitan Railway Company; the LNER was the majority partner in the Cheshire Lines Committee and the Forth Bridge Railway Company. It depended on freight from heavy industry in Yorkshire, the north east of England and Scotland, its revenue was reduced by the economic depression for much of the early part of its existence.
In a bid to improve financial efficiency, staffing levels reduced from 207,500 in 1924 to 175,800 in 1937. For investment to retain freight traffic, new marshalling yards were built in Whitemoor in Cambridgeshire, Hull in Yorkshire to attempt to retain freight traffic. Sir Ralph Wedgwood introduced a Traffic Apprenticeship Scheme to attract graduates, train young managers and provide supervision by assistant general manager Robert Bell for career planning; the company adopted a regional managerial system, with general managers based in London and Edinburgh, for a short time, Aberdeen. For passenger services, Sir Nigel Gresley, the Chief Mechanical Engineer built new powerful locomotives and new coaches. Developments such as the streamlined Silver Jubilee train of 1935 were exploited by the LNER publicity department, embedded the non-stop London to Edinburgh services such as the Flying Scotsman in the public imagination; the crowning glory of this time was the world record speed of 126 miles per hour achieved on a test run by LNER Class A4 4468 Mallard.
In 1929, the LNER chose the typeface Gill Sans as the standard typeface for the company. Soon it appeared on every facet of the company's identity, from metal locomotive nameplates and hand-painted station signage to printed restaurant car menus and advertising posters; the LNER promoted their rebranding by offering Eric Gill a footplate ride on the Flying Scotsman express service. Gill Sans was retained by the Railway Executive in 1949 and was the official typeface until British Rail replaced it in the mid 1960s with Rail Alphabet. Continental shipping services were provided from Harwich Parkeston Quay; the company took up the offer in 1933 of government loans at low interest rates and electrified the lines from Manchester to Sheffield and Wath yard, commuter lines in the London suburban area. The LNER inherited: 8 canals, including the Ashton, Macclesfield, Nottingham & Grantham, Peak Forest Docks and harbours in 20 locations, including Grimsby, Hull, Middlesbrough, some eastern Scottish ports, Harwich and London Other wharves, piers 2 electric tramways 23 hotels A 49% stake in the haulage firm Mutter, Howey & Co.
Ltd. It took shares in a large number of bus companies, including for a time a majority stake in United Automobile Services Ltd. In Halifax and Sheffield, it participated in Joint Omnibus Committees with the LMS and the Corporation. In 1935, with the LMS, Wilson Line of Hull and others it formed the shipping company Associated Humber Lines Ltd. In 1938 it was reported that the LNER, with 800 mechanical horse tractors, was the world's largest owner of this vehicle type; the LNER operated a number of ships. The most common liveries were lined apple green on passenger locomotives and unlined black on freight locomotives, both with gold lettering. Passenger
Arbroath railway station
Arbroath railway station serves the town of Arbroath in Angus, Scotland. The station is 17 miles east of Dundee on the line between Aberdeen. There have been three stations called "Arbroath", two of which closed in 1848. One - Arbroath Catherine Street - served the Forfar Railway; the current station was opened by the Dundee and Arbroath Railway on 1 February 1848 as a link station to connect the Arbroath and Forfar Railway with the Dundee and Arbroath Railway. On 1 October 1880 the North British and Montrose Railway opened north towards Montrose. Jointly run by the London and Scottish Railway and the London and North Eastern Railway after the Grouping of 1923, the station passed on to the Scottish Region of British Railways on nationalisation in 1948; when sectorisation was introduced by British Rail in the 1980s, the station was served by Scotrail until the privatisation of British Rail. Until 1990, the station had 3 active platforms and was the terminus of a regular local service from Perth and Dundee that called at all of the intermediate local stations between the latter station and here.
This was withdrawn at the May 1990 timetable change and the residual service that still operates now starts and terminates at Carnoustie. The former platform 3 and its associated loop has been taken out of use and lifted. From 2018, a stopping service to Dundee is to be reintroduced as part of a major timetable improvement package backed by Transport Scotland; this will serve Carnoustie and Broughty Ferry stations every hour through the day. Existing services through to Glasgow and Edinburgh will be accelerated as part of the same recast. There are two or three trains per hour between westbound to Dundee and eastbound to Aberdeen, with hourly services onwards from Dundee towards Edinburgh and Glasgow Queen Street. London North Eastern Railway services to London King's Cross and CrossCountry routes towards England stop at Arbroath. On Sundays there is an hourly service in each direction. Awdry, Christopher. Encyclopaedia of British Railway Companies. Sparkford: Patrick Stephens Ltd. ISBN 1-8526-0049-7.
OCLC 19514063. CN 8983. Brailsford, Martyn, ed.. Railway Track Diagrams 1: Scotland & Isle of Man. Frome: Trackmaps. ISBN 978-0-9549866-9-8. Butt, R. V. J.. The Directory of Railway Stations: details every public and private passenger station, halt and stopping place and present. Sparkford: Patrick Stephens Ltd. ISBN 978-1-85260-508-7. OCLC 60251199. Jowett, Alan. Jowett's Railway Atlas of Great Britain and Ireland: From Pre-Grouping to the Present Day. Sparkford: Patrick Stephens Ltd. ISBN 978-1-85260-086-0. OCLC 22311137. Station on navigable O. S. map. History of Station
London King's Cross railway station
King's Cross railway station known as London King's Cross, is a passenger railway terminus in the London Borough of Camden, on the edge of Central London. It is in the London station group, one of the busiest stations in the United Kingdom and the southern terminus of the East Coast Main Line to North East England and Scotland. Adjacent to King's Cross station is St Pancras International, the London terminus for Eurostar services to continental Europe. Beneath both main line stations is King's Cross St. Pancras tube station on the London Underground; the station was opened in Kings Cross in 1852 by the Great Northern Railway on the northern edge of Central London to accommodate the East Coast Main Line. It grew to cater for suburban lines and was expanded several times in the 19th century, it came under the ownership of the London and North Eastern Railway as part of the Big Four grouping in 1923, who introduced famous services such as the Flying Scotsman and locomotives such as Mallard. The station complex was redeveloped in the 1970s, simplifying the layout and providing electric suburban services, it became a major terminus for the high-speed InterCity 125.
As of 2018, long-distance trains from King's Cross are run by London North Eastern Railway to Edinburgh Waverley and Glasgow Central via York and Newcastle. In addition, Great Northern runs suburban commuter trains around north London. In the late 20th century, the area around the station became known for its seedy and downmarket character, was used as a backdrop for several films as a result. A major redevelopment was undertaken in the 21st century, including restoration of the original roof, the station became well known for its association with the Harry Potter books and films the fictional Platform 9¾; the station stands on the London Inner Ring Road at the eastern end of Euston Road, next to the junction with Pentonville Road, Gray's Inn Road and York Way, in what is now the London Borough of Camden. To the west, at the other side of Pancras Road, is St Pancras railway station. Several London bus routes, including 10, 30, 59, 73, 91, 205, 390, 476 pass in front of or to the side of the station.
King's Cross is spelled both without an apostrophe. King's Cross is used in signage at the Network Rail and London Underground stations, on the Tube map and on the official Network Rail webpage, it featured on early Underground maps, but has been used on them since 1951. Kings X, Kings + and London KX are abbreviations used in space-limited contexts; the National Rail station code is KGX. The area of King's Cross was a village known as Battle Bridge, an ancient crossing of the River Fleet known as Broad Ford Bradford Bridge; the river flowed along what is now the west side of Pancras Road until it was rerouted underground in 1825. The name "Battle Bridge" is linked to tradition that this was the site of a major battle between the Romans and the Celtic British Iceni tribe led by Boudica. According to folklore, King's Cross is the site of Boudica's final battle and some sources say she is buried under one of the platforms. Platforms 9 and 10 have been suggested as possible sites. Boudica's ghost is reported to haunt passages under the station, around platforms 8–10.
King's Cross station was built in 1851–52 as the London terminus of the Great Northern Railway, was the fifth London terminal to be constructed. It replaced a temporary station next to Maiden Lane, constructed with the line's arrival in London in 1850; the station took its name from the King's Cross building, a monument to King George IV that stood in the area and was demolished in 1845. Construction was on the site of a smallpox hospital and it replaced a temporary terminus at Maiden Lane that had opened on 7 August 1850. Plans for the station were made in December 1848 under the direction of George Turnbull, resident engineer for constructing the first 20 miles of the Great Northern Railway out of London; the station's detailed design was by Lewis Cubitt, the brother of Thomas Cubitt, Sir William Cubitt. The design comprised two great arched train sheds, with a brick structure at the south end designed to reflect the arches behind, its main feature was a 112-foot high clock tower that held treble and bass bells, the latter weighing 1 ton 9 cwt.
In size, it was inspired by the 200 yards long Moscow Riding Academy of 1825, leading to its built length of 268 yards. The station, the biggest in England, opened on 14 October 1852, it had one arrival and one departure platform, the space between was used for carriage sidings. The platforms have been reconfigured several times, they have been numbered 1 to 8 since 1972. Suburban traffic grew with the opening of stations at Hornsey in 1850, Holloway Road in 1856, Wood Green in 1859 and Seven Sisters Road in 1861. Midland Railway services to Leicester via Hitchin and Bedford began running from King's Cross on 1 February 1858. More platforms were added in 1862. In 1866, a connection was made via the Metropolitan Railway to the London and Dover Railway at Farringdon, with goods and passenger services to South London via Herne Hill. A separate suburban station to the west of the main building, housing platforms 9–11 as of 1972 and known initi
Tyne and Wear Metro
The Tyne and Wear Metro, referred to locally as the Metro, is a rapid transit and light rail system in North East England, serving Newcastle upon Tyne, South Tyneside, North Tyneside and Sunderland in Tyne and Wear. It has been described as the first modern light rail system in the United Kingdom; the initial network opened between 1980 and 1984, using converted former railway lines, linked with new tunnel infrastructure. Extensions to the original network were opened in 1991 and 2002. In 2017/18 over 36 million passenger journeys were made on the network, which spans 77.5 kilometres and has two lines with a total of 60 stations, nine of which are underground. It is the second-largest of the four metro systems in the United Kingdom, after the London Underground; the system is operated by the local transport authority Nexus. Between 2010 and 2017 it was operated under contract by DB Regio Tyne & Wear Limited, a subsidiary of Arriva UK Trains. On 1 April 2017, this contract ended, Nexus took over direct operation of the system for a planned period of two years.
The present system uses much former railway infrastructure constructed between 1834 and 1882, with one of the oldest parts being the Newcastle & North Shields Railway which opened in 1839. In 1904, in response to tramway competition, taking away passengers, the North Eastern Railway started electrifying parts of their local railway network north of the River Tyne with a 600 V DC third-rail system, forming one of the earliest suburban electric networks, known as the Tyneside Electrics. In 1938, the line south of the Tyne between Newcastle and South Shields was electrified. In the 1960s under British Rail, the decision was made to de-electrify the Tyneside Electric network, convert it to diesel operation due to falling passenger numbers, the cost of renewing end of life electrical infrastructure and rolling stock; the Newcastle-South Shields line was de-electrified in 1963, the north Tyneside routes were de-electrified in 1967. This was viewed as a backward step, as the diesel trains were slower than the electric trains they replaced.
In the early 1970s, the poor local transport system was identified as one of the main factors holding back the region's economy, in 1971 a study was commissioned by the created Tyneside Passenger Transport Authority into how the transport system could be improved. This new system was intended to be the core of a new integrated transport network, with buses acting as feeders to purpose-built transport interchanges; the plans were approved by the Tyneside Metropolitan Railway Bill, passed by Parliament in July 1973. Around 70% of the funding for the scheme came from a central government grant, with the remainder coming from local sources. Three railway lines, totalling 26 miles were to be converted into Metro lines as part of the initial system; the converted railway lines were to be connected by around six miles of new infrastructure, built both to separate the Metro from the existing rail network, to create the new underground routes under Newcastle and Gateshead. Around four miles of the new infrastructure was in tunnels, while the remainder was either at ground level or elevated.
The elevated sections included the Queen Elizabeth II Bridge. Construction work began in October 1974, it was intended to be opened in stages between 1979 and 1981, however the first part of the original network opened in August 1980, the remainder opened in stages until March 1984. The final cost of the project in 1984 prices was £265 million; some extensions to the original system have since been built. A short 3.5 km extension from Bank Foot to Newcastle Airport was opened in 1991, using a further part of the former Ponteland branch. In 2002 an 18.5 km extension was opened from Pelaw to South Hylton via Sunderland. Costing £100 million, this extension used part of the existing Durham Coast Line to Sunderland, but did not take it over. Three intermediate stations on the route were rebuilt, three new ones were added. Within Sunderland, 4.5 km of a former freight line, abandoned in 1984 was reused for the route between Sunderland station and South Hylton, becoming the second Metro segment to be built on a disused line.
The opening dates of the services and stations are as follows: The Tyne and Wear Metro was the first railway in the UK to operate using the metric system
Virgin Trains East Coast
Virgin Trains East Coast was a train operating company in the United Kingdom that operated the InterCity East Coast franchise on the East Coast Main Line between London, the North East and Scotland. It commenced operations on 1 March 2015, taking over from East Coast as a joint venture between Stagecoach and Virgin Group. Intended to run until 2023 and return £3.3 billion to the government in the form of franchise premiums, due to the line performing below VTEC's expectations, it was announced in May 2018 that the contract would be terminated early by the government. While the operation itself was profitable, VTEC placed part of the blame for the underperformance with respect to their franchise bid on their belief the state had failed to deliver expected upgrades or new trains, while the government claimed VTEC had overbid. Given it was the third instance of the East Coast franchise needing to be terminated early for financial reasons, it was announced the next permanent arrangement, to begin in 2020, would feature closer cooperation between the private sector and Network Rail, the state owned operator of the infrastructure.
In January 2014, FirstGroup, Keolis/Eurostar and Stagecoach/Virgin were announced by the Department for Transport as the shortlisted bidders for the new InterCity East Coast franchise. In November 2014, the eight-year franchise was awarded to the Stagecoach/Virgin joint venture and commenced operating on 1 March 2015 trading as Virgin Trains East Coast. Due to concerns over the planned introduction of driver-only operation by VTEC, in addition to nearly 200 planned compulsory redundancies and staff pay concerns, the National Union of Rail and Transport Workers announced that three 24-hour strikes would be held by all workers at VTEC in August 2016. A further breakdown in negotiations between the RMT and VTEC resulted in the union calling for further industrial action, which took place for 24 hours on 3 October 2016. Further strikes were subsequently called, for 48 hours on 28–29 April 2017. Virgin Trains East Coast took over all of the services operated by East Coast, it categorised its weekday services from London King's Cross into four routes: Virgin Trains East Coast operated a number of named passenger trains, including: Virgin Trains East Coast introduced once per day services to Stirling and Sunderland via Newcastle on 14 December 2015, along with one extra service each weekday evening between Hull and Doncaster via Selby.
In May 2016, a number of weekday services to Newcastle were extended to Edinburgh meaning there is a complete half hourly service between the two cities. From December 2016, Morpeth benefited from additional stops provided by the operator to improve connections to Edinburgh and London. Following the December 2017 timetable change, VTEC introduced 24 new Saturday services, increasing the number of Saturday services to 151, only six fewer than weekdays. A weekday service from York at 4:40 am arriving in London for 7 am was introduced. Virgin Trains East Coast inherited InterCity 225s from East Coast. Most driving vehicles received a Virgin logo within the first three days of the franchise, all train sets received a full Virgin Trains East Coast livery by November 2015. Attention turned to the interiors, with toilets to be refreshed and seat covers and carpets replaced; the first refurbished set entered service on 31 December 2015, by August 2016 all of the HST sets had been refurbished followed by the 225's completed refurbished fleet in January 2017.
In July 2015, an additional InterCity 125 set was transferred from East Midlands Trains. In September 2016, Virgin Trains East Coast hired three Class 90s from DB Cargo for use on services to Newark and Leeds. Virgin Trains East Coast had four main depots: Bounds Green TMD, London Neville Hill TMD, Leeds Heaton TMD, Newcastle – managed by Northern Craigentinny TMD, Edinburgh – for repaints and heavy duty maintenance The public performance measure shows the percentage of trains which arrive at their terminating station on time, it combines figures for reliability into a single performance measure. The most recent figure for Virgin Trains East Coast's PPM was 82.0%, up from 81.1% in the same period a year ago. The moving annual average PPM was 86.9%. Virgin Trains East Coast was forecast to pay higher premiums to the government than its predecessor East Coast did: £3.3 billion over eight years, compared with East Coast’s £1 billion over five years. In August 2016, a video was released of Labour leader Jeremy Corbyn in which he said he was forced to sit on the floor on a VTEC train to Newcastle because the train was "ram-packed".
At the time, Corbyn said "Is it fair that I should upgrade my ticket whilst others who might not be able to afford such a luxury should have to sit on the floor? It’s their money I would be spending after all.” However, Virgin Trains released edited CCTV footage which they claimed showed Corbyn walking past empty seats in Coach H, filming the video and walking back to Coach H to sit for the rest of the journey. Corbyn said about the incident "Yes, I did walk through the train. Yes, I did look for two empty seats together so I could sit down with my wife; that wasn't possible so I went to the end of the train." Analysis
Aberdeen railway station
Aberdeen railway station is the only railway station in Aberdeen, Scotland. It is the busiest railway station in Scotland north of the major cities of Edinburgh, it is located on Guild Street in the city centre, next to Union Square. The station is managed by Abellio ScotRail. Inter-city, regional and sleeper train services are provided to all parts of Great Britain by Abellio ScotRail, Caledonian Sleeper, CrossCountry and London North Eastern Railway; the station standing was built as Aberdeen Joint Station between 1913 and 1916, replacing an 1867 structure of the same name, on the same site. The station and the new Denburn Valley Line enabled the main line from the south and the commuter line from Deeside to connect with the line from the north; the lines from the south had terminated at the adjacent Aberdeen Guild Street. This had not been Aberdeen's first railway station, that distinction belonging to a previous terminus a short way south at Ferryhill. After the construction of the Joint Station, Guild Street Station became a goods station.
Some of its tracks remain, but the vast majority of the site was cleared in 2005. Prior to the construction of the Joint Station, lines from the north had terminated at Aberdeen Waterloo, a short but inconvenient distance along the edge of the harbour; this too became a goods station after the construction of the Joint Station. There is no longer a station at the site, but a goods service runs weekly to industrial operations there; the Waterloo tracks join the north-south connecting Denburn Valley Line in the Kittybrewster area of the city, where the first terminus of the lines from the north had been, before extension and the building of the Waterloo Station. As far north as Inverurie, these follow the route of the Aberdeenshire Canal, purchased and filled in by the Great North of Scotland Railway; as a result of the grouping of railway companies under the Railways Act 1921, Aberdeen was shared by the London and North Eastern Railway and the London Midland and Scottish Railway, each company running the station for a year and handing its administration to the other company.
At nationalisation in 1948, it became part of British Rail. As part of the changes during this period which saw a general contraction of railway services in the UK, some services were cut in the 1960s; these included those running north to Ellon as well as the Deeside Line. Suburban services were reduced and the grand suburban ticket office, located on the corner of Guild Street and Bridge Street, was closed, it now houses a beauty salon. The number of platforms at the station were reduced in the early 1970s, from the thirteen of the late 1950s/early 1960s down to just seven by 1973; this rationalisation process saw the removal of all of the north end bay platforms to allow for redevelopment of that part of the site. However, significant improvements under British Rail included introduction of InterCity 125 high-speed service to London and other major destinations, introduction of other new rolling stock. Other improvements included a new Travel Centre opened in 1978 and under British Rail's regional brand ScotRail, a major station renovation was completed in the 1980s.
The station was resignalled around this time, with two more bay platforms taken out of use along with the former through platforms 8 & 9. This left just five platforms in regular use -- the layout. At privatisation in the mid-1990s, ownership of the station passed to Railtrack, while day-to-day management passed to the train-operating franchisee ScotRail, a division of National Express. Following the quasi-nationalisation of railway infrastructure in the early 2000s, the station is now owned by Network Rail. In 2004, the train-operating franchise and station management were taken over by First ScotRail. ScotRail continue to operate trains but the station and all signage is now branded with the "ScotRail" logo and rolling-stock livery. Historic Environment Scotland designate the current building and road overbridge as Category A, noting that it was the last major station to be completed in Scotland in the period 1913 - 20; the station had become run-down in the last years of British Rail. In the late 2000s, the railway station and bus station were included in the extensive Union Square development sited on an abandoned railway goods yard east of the station.
As part of this, the railway station was comprehensively refurbished. The original sandstone station building became the centrepiece of a covered plaza for the new shopping and entertainment complex, while a granite-faced building was constructed to house station offices, a new Travel Centre, other facilities; the car park at the front of the station was replaced by a public square providing pedestrian access to the station and Union Square. In addition, direct access was provided from the station concourse to Union Square and through to the bus station, creating a covered transport interchange; the refurbished station opened in 2009 followed by Union Square itself some months later. Plans to relocate the ticket office and passenger waiting room, as well as upgrades to the taxi rank and concourse, were approved by Aberdeen City Council in December 2018, with work due to start in spring 2019. Under a separate scheme, the vacant Atholl House building to the north of the station is to be demolished, making way for the construction of a public square and student accommodation, improved connections between the city's main Union Street and the station.
This development could allow the disused platforms 8 and 9 to be
Berwick-upon-Tweed railway station
Berwick-upon-Tweed railway station is on the East Coast Main Line in the United Kingdom, serving the town of Berwick-upon-Tweed, Northumberland. It is 335 miles 56 chains down the line from London King's Cross and is situated between Chathill to the south and Dunbar to the north, its three-letter station code is BWK. It is the most northerly railway station in England, being less than three miles from the border with Scotland; the station, with its long single island platform, lies to the north of the Royal Border Bridge. In 1847, the Great Hall of Berwick Castle had to be demolished to make way for the new station, which opened the following year; this replaced an initial structure erected by the North British Railway, whose line from the north first reached the town in 1846. The Newcastle and Berwick Railway meanwhile reached the southern bank of the River Tweed in March 1847, but it was another eighteen months before a temporary viaduct across the river was commissioned to allow through running between Edinburgh and Newcastle.
This in turn was replaced by the current Royal Border Bridge in July 1850. The station was rebuilt by the London and North Eastern Railway in 1927 and the buildings are Grade-II listed; the station was at one time served by local stopping trains between Newcastle and Edinburgh and the branch line from Newtown St Boswells via Kelso from 1851 until closure in 1964. For 5 months in 1979, this was the terminus for services from London King's Cross after the East Coast Main Line was blocked by the collapse of Penmanshiel Tunnel. Buses linked this station with Dunbar, from where a railway shuttle service continued to Edinburgh Waverley; the station has a council-run car park nearby, is staffed throughout the week during working hours. Several self-service ticket machines are available for use outside these times and for collecting pre-paid tickets. Other facilities on offer on the concourse include a waiting room, Costa coffee shop, vending machine and toilets, whilst there is a First Class lounge on the platform.
The two are linked by a accessible footbridge with lifts. Train running information is offered via digital CIS displays, audible announcements and timetable posters. London North Eastern Railway supplies an hourly service, they go southbound to London Kings Cross calling at Newcastle and York en route. In the other direction, there are services to Edinburgh with a few extensions to Aberdeen and one extension per day to each of Glasgow Central and Inverness. CrossCountry provide a two-hourly service in each direction during the day, their services are provided to Glasgow Central via Edinburgh northbound, though there is one service to and from Dundee. In the southbound direction there are services to Plymouth via Leeds and Birmingham New Street with a couple of extensions per day to Penzance and a daily service to Reading. Anderson, David. "Steam Days at Berwick-upon-Tweed". Steam Days. 83: 403–13. Anon.. "Berwick". Perspective East Yorkshire. 15: 359. Body, G.. PSL Field Guides - Railways of the Eastern Region Volume 2: Northern operating area.
Wellingborough: Patrick Stephens Ltd. ISBN 1-8526-0072-1. OCLC 59892452. Butt, R. V. J.. The Directory of Railway Stations: details every public and private passenger station, halt and stopping place and present. Sparkford: Patrick Stephens Ltd. ISBN 978-1-85260-508-7. OCLC 60251199. Jowett, Alan. Jowett's Railway Atlas of Great Britain and Ireland: From Pre-Grouping to the Present Day. Sparkford: Patrick Stephens Ltd. ISBN 978-1-85260-086-0. OCLC 22311137. Stoton, Frederick. "Berwick-on-Tweed". Railway Magazine. 24: 473–8. Warn, C.. "Berwick area railways". Northumbriana. 19: 21–3. Video footage of the station and Royal Border Bridge RAILSCOT on North British Railway RAILSCOT on Newcastle and Berwick Railway