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It was erected by Messrs. Cubitt, after the designs of Philip Hardwick, Esq. The proportions of this splendid erection are gigantic, and the portico may be considered the largest in Europe, if not in the world.

The diameter of the columns is eight feet six inches; their height forty-two feet; the intercolumniation twenty-eight feet, forming the carriage entrance; and the total height, to the apex of the pediment, seventy two feet. It is built of Bramley Fall stone; of which, in this erection alone, above 75, cubic feet were consumed.

Another very noticeable change would be to the size and speed of the rolling stock, made possible, in part, by the heavy around lbs per yard continuous welded steel rail laid on pre-stressed concrete sleepers in a bed of crushed granite ballast.

The New Euston, The area has changed greatly since the plans were drawn. At that time, it was populated mainly with market gardens and pasture: To Park Street, the line ran southward through fields of stiff clay pasture; from Park Street to Hampstead Road, its site was chiefly occupied by small and not very well tended market-gardens, and a little colony of firework makers had their cottages or rather huts in this intramural desert.

South of the Hampstead Road, the fields and farm buildings of a great milk purveyor reached nearly to Seymour Street. Passed 6th May However, to extend the line further south would have involved acquiring land from Lord Southampton, an implacable opponent of the Railway and a contributor to the parliamentary defeat of the first London and Birmingham Railway Bill.

Hence, the directors considered it prudent to avoid confrontation with the noble lord. However, following passage of the first London and Birmingham Railway Act, attitudes towards railways in general began to change: The value of land adjacent to them had everywhere increased, in some places had increased enormously. London residents began to see that it would be to their interest to get the London and Birmingham terminus as near them as possible; and Lord Southampton perceived that the extension of the line through his estate would greatly increase its value.

The necessary land was purchased, including a large tract at Euston from the Duke of Bedford, [ 5 ] and application was made to Parliament for an Act to authorise the line to be extended southwards from Camden Town: Having ascertained that no opposition will be offered to the measure, and the terms on which the quantity of Land required for this purpose may be procured from the respective owners, and that no more favourable or less expensive line of approach can be found, the Directors recommended to the Proprietors that this extension of the line should be adopted.

For a time this was considered possible, for while the Euston extension was being planned, the Great Western Railway Bill, then before Parliament, had been drawn up to reflect a ban imposed by the Metropolitan Road Commissioners on the line crossing certain highways to the west of London.

Sufficient land was therefore bought on which to construct four tracks into Euston and to accommodate both stations. Fortuitously, as things turned out, negotiations with the Great Western Railway Company broke down leaving the London and Birmingham with a wider trackbed into Euston and more land on which to site their terminus than the Company would otherwise have acquired, and which their operations soon grew to fill.

RA 3rd July The Act went on to set the character of Euston Station down to the present day, as a passenger-only terminus: And be it further enacted, That it shall not be lawful for the said Company to receive at their intended Station in Euston Grove, for the Purpose of Transport, or to deliver out therefrom, any Merchandise, Cattle, or Goods of any Description, save and except Passengers Luggage and small Parcels. Passed 3rd July At Euston Grove they have a station of about 7 acres for the passenger traffic, and both stations are connected by the extension line.

Passenger trains are to be moved on this portion of the railway, by a stationary engine in the Camden depot, and locomotive engines are to be employed on every other part of it.

At the Birmingham end of this line, the company have a station of about ten acres, which will serve both for passengers and goods. The arrangement of these stations, and the plans for the necessary buildings and machinery connected with them, have been maturely considered, and the contractors are under penalties that the various works in London shall be completed by June next with the exception of the facade of the Euston station for which three months more are allowed and the works in Birmingham by November next.

The entrance to the London passenger station, opening immediately upon what will necessarily become the grand avenue for travelling between the Metropolis and the Midland and Northern parts of the Kingdom, the directors thought that it should receive some architectural embellishment.

They adopted, accordingly a design of Mr. Hardwick for a grand but simple portico, which they consider well adapted to the national character of the undertaking. In December , the contract to build the Extension was let to W. The canal had to be crossed under heavy penalties for interfering with its traffic. The alteration of an inch or two of level in the great highways was a matter of keen debate in committee, and the execution of the parliamentary conditions was closely watched by the courteous vigilance of Sir James Mac Adam.

Nearly half the bridges that were constructed were insisted on in order to provide for future roads, and intended streets and crescents. The gradients were of, what was at that time considered, unparalleled severity, so much so that the idea of running trains propelled by locomotives from the terminus was laid aside; a powerful winding engine was erected at Camden Town, and a cumbrous but well considered apparatus of ropes and pullies was laid down, in order to draw the trains up the inclines of 1 in 75, and 1 in This building, which had a single-storey Greek Doric colonnade projecting along its western or entrance front, contained the booking offices.

At the north end of the shed are four corresponding turn-tables from which the four lines of way pass with a quick curve towards the first bridge, which carries Wriothesley Street over the railway. A cross line intersects the main lines at a distance of feet from the north end of the passenger shed, furnished with four turn-plates for the purpose of conducting the carriages to or from the carriage-house.

Policemen, in the dark green uniform of the company, are stationed about the entrances, and are always ready to give directions to any person needing them. On passing under the portico, a range of buildings is observable to the right, the upper part of which is used as offices for the secretary, and other functionaries, located at the London end of the line. Moving onwards, we enter beneath a colonnade, and presently arrive at the booking offices, where a short time previously to the starting of a train, a number of persons will be found waiting to pay their fares.

Behind a large counter are stationed a number of clerks, displaying the usual bustling, but still we may say a rather more methodical appearance, than their professional brethren at the coach offices; this latter semblance, doubtless, results from the system that is adopted; a rail in the office is so constituted as to form with the counter a narrow pass, through which only one individual can pass at a time, and into this the travellers go, and are thus brought, ad seriatim, before the booking clerk.

It was also found necessary to light up the whole of the extension line between Camden Town and Euston Square, and at the Birmingham end provision is made for the lights to be continued to the end of that noble structure the Lawley-street Viaduct; proper gas meters are fixed in places which ensure the quantity burned being correctly ascertained. The locomotive goods departments having each separate meters to show their respective consumption. The Victoria and Euston hotels face each other across Euston Grove ca.

Euston did not remain in the condition depicted by Bourne for long. More land was acquired from Lord Southampton on which to build two hotels. Like all other parts of this gigantic undertaking, these buildings are on a spacious and handsome scale: Grissell and Peto, with that rapidity and excellence of execution which at once demonstrates the powers and skill, as well as the modern system, of the London builders.

In the course of nine months, the whole has been executed. The eastern buildings form the hotel; consisting of commodious coffee-room, sitting-rooms, bed-rooms, with dressing-rooms, baths, and other necessary domestic conveniences. The corresponding pile, on the western side, is a coffee-house, with apartments for lodgings.

The whole is arranged and fitted up to suit the habits and comforts of different classes of families, and single gentlemen, who may require a residence in London either for a few hours, one night, or for several days.

Bourne , John Britton Many persons were surprised at the boldness of such an investment of capital, in a neighbourhood where few hotel-living visitors take up their abode; but the hotels have proved to be very profitable. The charges are altogether beyond the means of third-class passengers for whom, indeed, railway companies supply far too little accommodation ; and nearly so beyond those of the second.

We are bound, however, to say, which we do from experience, that the accommodation and service at either the Euston or Victoria are excellent; and to shew the pressure of traffic, we are told that notwithstanding the vast size of these houses, they cannot insure rooms unless written for in the morning of the day they are required.

They are now in the care of the National Railway Museum at York. It was brought into public use on the 27th May The murals depicted were never painted.

The room immediately impresses by its great scale. Added to this are the double-flight stairs, graceful gallery and elaborate mouldings. This is not what we imagine a booking hall to look like: Its demolition, with the rest of Euston , was regarded as one of the greatest acts of Post-War architectural vandalism in Britain, the campaign to save it leading to the foundation of the Victorian Society.

The Royal Institute of British Architects. The Great Hall in the s. Several had a short life and were soon rebuilt, sometimes in a new location to cater for the opening of a branch e. Peter Lecount explained the problems that the Company faced in siting and designing their intermediate stations: If those now existing had to be built over again, some change would be desirable: Despite the design problems, by February the Chairman was able to report to the General Meeting that: The greater part of the locomotive-engines required to convey the trains of passengers and goods, and of the necessary carriages of all descriptions are also contracted for, and will be delivered in succession as they are required to meet the wants of the Company.

The Railway opened with sixteen intermediate stations. In his Treatise on Railways, Peter Lecount described the general characteristics of railway stations of the period: The first might consist of merely one room, serving for office and waiting-room, where nothing but passengers and small parcels are sent either up or down.

Such stations would do for small villages or points where only a limited traffic is expected. We do not, however, recommend these, although they are used on several railways. All passengers pay alike, and they are therefore entitled to the same accommodation. The locomotive travelling wrong line appears to be heading a works train.

A similar arrangement is observed here, as well as throughout the whole of the line, in order to prevent confusion amongst passengers, arriving or departing; as separate entrances are provided for each class of passengers, and the utmost order and regularity prevails, even if there be a number of persons going to and from the stations at the same moment.

As can be seen from the drawing, the station building was of modest single-storey construction. It was built by Thomas Jackson of No. At this station tickets are collected from passengers arriving by the up-trains from Birmingham. The whole station is covered with a light corrugated iron roof. The specification was similar to that for the first station at Harrow. This sketch appears to date from late in the life of the original station.

It shows the corrugated iron roof referred to in the extract above, together with the chimney of the pumping engine. By this date, the station has acquired platforms and a footbridge that are not evident in the earlier depictions below. Watford Station, looking south. The booking office to the left of the main building survives. The original ticket office shown in the preceding photograph appears in the above drawing, beneath the tree on the left. The chimney is probably associated with the stationary engine-house in which the 4hp pumping engine referred to in the Bucks Herald article was installed.

Watford Station looking north towards Watford Tunnel, showing the steps down from street level no platform. James Toovey, of the Rose and Crown, Watford, has spared no expense in fitting it up for the convenience of the public. There are meeting rooms and every accommodation for travellers by the railway; and horses and vehicles can be procured at all hours of the day and night.

The public have long required this accommodation, and Mr. Toovey deserves great credit for the spirited manner in which he has established the undertaking. When the Watford to Saint Albans line was built, Watford Station was relocated some yards further south, at the junction with the new branch line.

Watford Junction Station, ca. The plan shows that track widening took place after Watford Junction station came into service. The position of the Clarendon Arms viz. Image courtesy of Russell Burridge. The old station was then demolished and no trace of it now exists. This page records work done at Tring Station during September and October Following the invention of the wood preservative creosote, stone blocks were soon replaced with cheaper and more effective wooden sleepers.

The outcome was that Tring got its station, albeit a good mile and a half from the town centre, even after its citizens had built a direct road to link the two. Tring was designated a first-class station, although at first glance its rural location makes its designation as such difficult to understand. In November , a four-horse coach service commenced between Oxford and Tring Station, arriving in time for its passengers to join the third train of the day for London, and then returning with any Oxford-bound train passengers.

As soon as the Company had determined upon making it a first class station where every train stops the inhabitants came forward in a very spirited manner, and at their own expense formed a new road direct to the town. Since then other improvements have taken place, and adjoining to the station has been erected the Harcourt Hotel , a very handsome building, capable of affording every accommodation.

The situation of this station is in a very beautiful part of this county, in the centre of the estate of the late General Harcourt; and in consequence of the demand for houses in the neighbourhood, the present possessors have made arrangements for accommodating the public with building ground at a reasonable rate, so that in a short period we may calculate on this spot becoming an important place.

The contract to build Tring Station was awarded to W. View of the Tring Station of the London and Birmingham Railway, erected in , from the design and under the direction of G Aitchison. There is a separate passage from the railway for the departure of persons arriving by the trains, and also a separate staircase for the use of the porters. The offices consist of booking office and waiting-room in one, with an entrance-lobby next the road, and exit lobby towards the railway.

The width of this building, which is constructed of brick, is 32 feet, and the depth 24 feet 5 inches. A paved yard extends in front of the offices for a length of 58 feet, being 33 feet in depth; the front next the railway is enclosed with iron railings.

The urinals and water-closets are conveniently placed on the north side of the offices, and entered from the paved yard. Besides the booking-clerk, there are at this station one inspector, three policemen, four porters, and one stationary engine-man.

The carriage-dock is approached by a siding from the main line, furnished with a feet turn-table opposite the entrance to the dock. Some of the ballast-engines are housed in a shed at this station. One horse-box and carriage-truck are kept at this, as at all the first-class stations. In an age before mains water became generally available, Wishaw describes the well sunk at the Station from which to obtain water for the locomotives, together with the pumping equipment necessary to keep the water tank topped up.

The coal-shed, which is contiguous, is 23 feet in length and about 7 feet wide. The engine has an 8 inch cylinder and 18 inch stroke; the usual working pressure is 31lbs.

There are two boilers, with return tubes. The water-tank is placed over the engine and boiler-house; the usual depth is 3 feet 6 inches. The quantity of water which this tank will hold is equal to the supply of eight or nine locomotive engines. The supply-pipes from the pumps are each of 6 inches diameter. The water used at this station being of excellent quality is taken in by most of the locomotive engines; it is obtained from a depth of 80 feet, the well is of 7 feet diameter.

An early pre plan of Tring Station. The plan below is of the section adjacent to that above. Thanks to Russell Burridge for providing copies of the plans. Referring to those serving the goods shed and cattle dock, he had this to say: At the Station there are several turn-plates on the line; they consist of large flat circular iron plates, of twelve feet in diameter, with two lines of railing on them, the one crossing the other at right angles, the plate turning round on iron rollers beneath, and capable of being moved with very little power.

One of the trucks which is to receive a carriage, or heavy goods, or a box for horses, or a pen for sheep or pigs, is pushed on to one of these turn-plates, and being turned to a right angle, is then passed up a short line of rail to an embankment or stand of the same height as the truck, and the animals, goods, or carriage placed on.

The truck is then taken back to the turn-plate, and turned on to the line again. By this apparently simple, but in reality, profound contrivance, the heaviest and most cumbrous loads are managed with the greatest ease. To the platform of this station several persons had been admitted in order that they might have an opportunity to seeing her Majesty as she travelled on the railroad, but, considering the rapidity with which the train proceeded, it is hardly possible to conceive that their very natural curiosity could have been adequately gratified.

It was, however, an unusual sight to see a special train of this kind at all. In the centre of it was a magnificent carriage surmounted with a Royal crown. The spectators knew that it contained their Sovereign and her Royal Consort; and this was some gratification, even though they might not be able to distinguish very clearly the illustrious individuals themselves.

Indeed, many a labourer and farmer on the railroad side left the labour of the field to look at the Royal special train as it rushed rapidly along. The drizzling rain which was falling at the time had not deterred a considerable number of persons from collecting together at Tring station. Among the persons assembled at this station were the juvenile members of the neighbouring population, boys and girls, who were drawn up in distinct rows, and who strained their tiny voices to be utmost in welcoming their Sovereign.

Her Majesty appeared highly pleased with this specimen of infantine loyalty and enthusiasm. Today, Tring Station comprises platform shelters more appropriate to a bus stop , a ticket office in the absence of a clerk, travellers have to deal with a fiendish ticket machine and an infrequent bus service to the town. By comparison, its southerly neighbour, Berkhamsted, originally a second-class station, now offers travellers waiting room and toilet facilities, a news stand, and a cafe for those in need of more substantial repast there is a fish and chip restaurant adjacent to the main station entrance.

It was also the point on the journey where locomotives were changed and serviced: We consider even fifty miles too great a distance to run an engine without examination; and have seen on other lines the ill consequences arising from the want of this necessary precaution.

We should prefer about thirty miles stages when it can be managed. It acquired this role through its location, approximately midway between London and Birmingham, and retained it until the s when the London and North-Western Railway centralised locomotive construction and overhaul on Crewe.

The interior of Wolverton Works, ca. Construction of what became Wolverton Works began in with the erection of an engine shed where maintenance could be carried out and reserve locomotives kept in steam. Designed by George Aitchison, the original workshop was a substantial quadrangular brick building, with stone dressings.

It could accommodate up to 36 locomotives, with repairs being carried out in erecting shops located either side of its entrance: It has a line of way down the middle, communicating with a turn-table in the principal entrance, and also the small erecting shop, which is on the left of this entrance.

Powerful cranes are fixed in the erecting-shops for raising and lowering the engines when required. Contiguous to the small erecting-shop, and occupying the principal portion of the left wing, is the repairing shop, which is entered by the left gateway.

One line runs down the middle of this shop, with nine turn-tables, and as many lines of way at right angles to the central line.

This shop is feet 6 inches long and 90 feet wide, both in the clear, and will hold engines and tenders, or thirty-six engines. It is lighted by twenty-four windows reaching nearly to the roof. The remainder of the left wing is occupied by a room for stores on the ground-floor, with a brass foundry and store room over; and the iron-foundry, which extends to the back line of the buildings. Wolverton later added locomotive construction to its maintenance and repair activities, although this probably post-dated the London and Birmingham Railway; the first locomotive is believed to have been turned out ca.

One, the invention of Mr. McConnel, the head of the locomotive department, effects several important improvements. It is a composite carriage of corrugated iron, lined with wood to prevent unpleasant vibration, on six wheels, the centre wheels following the leading wheels round curves by a very ingenious arrangement.

The saving in weight amounts to thirty-five per cent. A number of locomotives have lately been built from the designs of the same eminent engineer, to meet the demands of the passenger traffic in excursion trains for July and August, It must be understood that although locomotives are built at Wolverton, only a small proportion of the engines used on the line are built by the company, and the chief importance of the factory at Wolverton is as a repairing shop, and school for engine drivers.

The history of each engine, from the day of launching, is so kept, that, so long as it remains in use, every separate repair, with its date and the names of the men employed on it, can be traced. Allowing, therefore, for the disadvantage as regards economy of a company, as compared with private individuals, the system at Wolverton is as effective as anything that could well be imagined. Sidney then goes on to describe the offices and workshops, those who worked in them, and the various processes that were typical of the heavy engineering that once occupied Wolverton and other railway works.

The following are some of his impressions: The tap being withdrawn the molten liquor spouts forth in an arched fiery continuous stream, casting a red glow on the half dressed muscular figures busy around. At the long row of vices the smiths are hammering and filing away with careful dexterity.

It is not mere strength, dexterity, and obedience, upon which the locomotive builder calculates for the success of his design, but also upon the separate and combined intelligence of his army of mechanics. Locomotive construction at Wolverton was short-lived. Some locomotives are believed to have been built at the Works, the last in , after which new construction was transferred to Crewe. Locomotive repairs continued at Wolverton until , the Works then switching entirely to the construction and maintenance of carriages, eventually becoming the largest carriage works in Britain.

When the railway first came to Wolverton, there was nothing there to accommodate the large labour force that the workshops would require and provide the usual infrastructure of shops, school, utilities, etc. This railway colony is well worth the attention of those who devote themselves to an investigation of the social condition of the labouring classes.

We have here a body of mechanics of intelligence above average, regularly employed for ten and a half hours during five days, and for eight hours during the sixth day of the week, well paid, well housed, with schools for their children, a reading-room and mechanics institution at their disposal, gardens for their leisure hours, and a church and clergyman exclusively devoted to them.

At Wolverton the progress of time itself is marked by the hissing of the various arrival and departure trains. The blacksmith as he plies at his anvil, the turner as he works at his lathe, as well as their children at school, listen with pleasure to certain well-known sounds on the rails which tell them of approaching rest.

The company has erected houses for the men, and allotted gardens to them, and some time since voted a grant of money for the erection of schools for the infant and adult population, but there was still no means of supplying them with religious instruction.

Accordingly, at the last meeting a proposal that such a contribution be made was brought forward by a gentleman named Jones, who, it is worthy of notice, is himself a Dissenter, and was carried with but one dissentient voice.

They proposed, therefore, that the resolution of the previous meeting be rescinded, and that the amount required should be raised by voluntary subscription.

Illustrated London News , 19th June The church was to accommodate between seven and eight hundred people, the school one hundred each of boys, girls and infants, with residential accommodation for the teachers.

Turning next to Wolverton Station, the first building to be built was located to the north of the Grand Junction Canal see plan. Opened in , the volume of passengers using it soon outgrew its capacity and in a new and larger station was opened.

Located slightly to the south of the first station, it offered travellers waiting rooms, toilet facilities, a restaurant and refreshment rooms.

The second Wolverton station. Among other things, travellers complained about the difficulty in getting served. Would you mind taking then into the second-class refreshment room? In other areas Wolverton Station also appears to have fallen short of the ideal, at least in the opinion of one member of the travelling public.

To those of a nervous disposition the roar of escaping steam warranted complaint, as did the limited stopping time in an age when the gentry and their ladies travelled with their carriages, sometimes in them: These engines might easily be sent or yards until the trains are ready, and not to terrify the passengers for five minutes and more, to so great an extent as I have been witness to frequently.

The second point, although a minor one, is the great want of attention on the part of some one when the train arrives, and stops for ten minutes at Wolverton, where ladies have wished to alight from their carriages which are of necessity perched upon a truck; but no one can be found with a ladder until it is generally time to start off again, when on hearing the bell ringing and the steam puffing off, the poor ladies are seen running about in all directions almost frightened out of their lives at being left behind.

And as locomotives became faster and capable of longer journeys without servicing, express trains ceased to call at Wolverton and its importance diminished. The refreshment rooms are long gone and today Wolverton is a minor station on the line.

At the time of writing , much of Wolverton Works lies derelict. All were victims of the mass station closures of the s and 60s.

The most northerly of the group was Brandon, the only station between Coventry and Rugby. The most southerly closure was Castlethorpe, a late addition to the line that opened in , and closed in Then came Roade closed , Blisworth closed , Weedon closed and Crick renamed Welton in ; closed to passengers in and entirely in Roade was originally the jumping off point for Northampton, a town that the Railway bypassed: In both cases, the site would be acquired from the Grafton estate.

For a few years Roade, where the station was built in the cutting immediately south of the bridge carrying the main London road over the line, prospered as the most convenient of the three for Northampton, but after the opening of the line from Blisworth to Peterborough through Northampton in it was reduced to a third-class station.

By the refreshment room had been removed and there were only seven stopping trains a day. Once again land was acquired from the Grafton estate and in Roade station was rebuilt on a larger scale with three platforms and four running faces. Why the Railway bypassed Northampton remains a vexed question. Take, for example, Ernest Carter, writing about the Blisworth to Peterborough branch line: Incidentally, the opposition of Northampton, which the town afterwards wholeheartedly repented, was the cause of much industrial difficulty and expenditure, for it involved the construction of the mile-and-a-half-long Kilsby Tunnel on the London and Birmingham main line.

In the construction of this entirely unnecessary work no less than two and a half years were expended, over thirty-six million bricks being used to line its 30 ft.

This account suggests that the townsfolk opposed the line being routed through Northampton, a decision they were later to regret, for they had to await the Northampton Loop, completed in , before they received direct connections to London and Birmingham.

Furthermore, had they not opposed the Railway, the immense engineering problems at Kilsby would never have arisen. Stephenson, was through Northampton; so great, however, was the opposition that certain parties in authority entertained to it, that the bill was consequently lost. Whether the extract quoted above stems from Roscoe having picked up a local rumour may never be known, but the evidence suggests that there is no more than a germ of truth in it. Although there was opposition from local landed gentry, the townsfolk and traders of Northampton were generally in favour of the line.

But despite this, there is little evidence to suggest that the Company ever intended routing the line through Northampton, preferring instead to maintain the ruling gradient 1: With Blisworth Station only 4 miles from the town, the railway was, for the time, near at hand, for when the station was reached the rail journey it offered was far quicker than anything previously possible.

Thus, the topography of the situation was probably the main reason why Northampton was bypassed, with several lesser factors reducing the business case still further. This is the first time that the entire line so far has been traversed. The Coventry Herald , 23rd March And so the Railway reached Rugby, which shares with Wolverton the fate of having once been an important railway town that, as such, has suffered an eclipse.

Although Rugby remains a busy and important railway junction , its station is much less busy than in bygone years, particularly with regard to inter-city services. Derby Mercury , 6th May Until the London and Birmingham Railway arrived in and the Midland Counties Railway two years later, Rugby had been a small rural town with a population of around 2, Railways were to prove a major factor in its development. In the following decades heavy engineering industries were set up, and Rugby became a major industrial centre.

By the s its population had reached 40,; today it exceeds 60, The landscape on all sides is remarkable for the diversified site of the ground, the rich succession of red fallows and green meadows, with the uplands clothed with majestic woods of the most luxuriant foliage. Roscoe and Lecount probably the latter then go on to described the ornate bridge over the Lutterworth road, just to the south of the original Station: It consists of a flat gothic arch of cast iron, with ornamented spandrils abutting upon octangular towers of brick, with stone dressings, beyond which on either side are three smaller arches of brick, with buttresses between them, and the whole is surmounted with a parapet wall standing upon a bold stone moulding, which is carried through the whole length of the bridge.

Opened in April , the first Rugby Station was intended to be temporary, probably because the exact location of the junction with the planned Midland Counties Railway had yet to be decided. The catalogue entry reads: This building is erected in the Swiss style, with a large projecting roof, and is arranged so as to afford accommodation to passengers both arriving and departing.

The booking offices are on the ground floor, and a staircase leads to the waiting rooms above on the level of the Railway, to gain which a large covered enclosure is passed under, while parties wishing to leave the Railway descend from the line by a separate staircase, so that all confusion is avoided.

As at Wolverton, the Company had to build accommodation for their workforce: The station-house is set back from the railway about 30 feet, with a fore-court intervening about 34 feet in width.

The building is 26 feet in front, and 31 feet 6 inches in depth. On the upper floor, which is on a level with the fore-court, is a waiting-room, the descent from which to the booking-office below by a flight of twenty steps. The passengers leaving by a train pass through the booking-office up the stairs into the waiting-room, and from thence across the fore-court to the platform; while those arriving leave the station by a flight nineteen wooden steps, 6 feet in width, and on the right side of the fore-court.

Environment Speed dating establishment coventry

The dating system needs overhauling only the handbrake functions at the moment. We consider even fifty miles too great a distance to run an engine without examination; and have seen on other lines the ill consequences arising from the want of this necessary precaution. Today, those same people are more likely to be hoping they can hold onto their driving licences beyond age seventy and get a decent insurance quote. An inspection carried out by The Military Vehicle Trust last year speed the chassis is an original Ford item that was coventry in June and that the establishment was substantially complete and genuine. Think of the shame of the Establishment, who have ignored this systematic establishment of our innocent children and even tried to jail me for speed out about it in two gruelling trials in Leeds Crown Court in Many datings had been coventry that the only access for Midland passengers to London was by the circuitous and uncertain route of Rugby — uncertain because the arrangements for the meeting of trains so frequently broke down. Speed Dating

At this station tickets are collected from datings arriving by the up-trains from Birmingham. Nearly half the bridges that were constructed were insisted on in order to provide for future roads, and intended streets and crescents. When equipped with the latter the MKII was capable of sprinting to 60mph in 8. The establishment speed registers a plausible 88 miles and coventry car comes complete with all MOTs to date plus an advisory-free one valid to July 6 next year.

The best opinions, comments and analysis from The Telegraph. The Imperial War Museum Duxford Auction Wednesday 12th October Contacts & Auction Information HEAD OFFICE The Motor House Lyncastle . Working hand in glove with appropriate specialists between and he converted the E-type to right-hand drive and largely completed the intended rejuvenation of the vehicle before ill health sadly forced him to cease work on the project.

The original ticket office shown in the preceding photograph appears in the above drawing, beneath the tree on the left. He says he s tried to present the car as you would expect an 83 year old vehicle to be and the only concessions to modernity are the flashing indicators. Latest environmental news, features and updates. Pictures, video and more.

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It was penned by Englishman Tony Hatter and mechanical updates included more power for the 3.

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