History of London's Railways

London's first railway was the London and the Greenwich. Most early lines (London and Birmingham 1837; Great Western 1838) were trunk lines, and suburban traffic developed tardily. When it did, it focused primarily on City Termini, the London, Brighton and South Coast to London Bridge; the North London, to Broad Street.

G.M. Davies, the author of Geology of London and South East England makes the following point: "From the 1860s certain lines were compelled to run cheap workmen's trains at very low fares; this brought about the development of workers' suburbs in Tottenham and Walthamsow by 1900." (Davies, p.66)

After nationalization of the railways in 1948, King's Cross, Liverpool Street, Marylebone and Fenchurch Street stations had headquarters offices for the Eastern Region; Waterloo, Charing Cross, London Bridge, and Victoria for the Southern region; Euston for the London Midland Region, with departments at St. Pancras, Broad Street and Marylebone; and Paddington for the Western Region.

G.E. Hutchings, the author of London's Countryside states: "Parliament did not allow the main lines to enter Central London, stipulating that the termini should be connected by underground lines. The first such railway, the Metropolitan, opened under steam operation in 1863 between Paddington, Euston, King's Cross, and Farringdon Street; it was extended progressively to form an inner circle in 1884, the system being electrified in 1905." (Hutchings, p.97)

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ith a bewildering variety of projects, from an experimental chemical engine to supersede steam power to supervision of routine coastal drainage works. Public recognition came at last with dramatic success in the completion to design a bridge to span the mighty Avon river gorge at Bristol. Ironically, the bridge was not to be completed until after Brunel's death but the commission brought him into contact with the promoters of the projected Bristol to London railway and thus set him on the road to his first great work. Appointed in March 1833, Brunel was required to complete a preliminary survey of the route by May. With characteristic ingenuity he designed what he called his Flying Hearse, a streamlined carriage which doubled as office and bedroom- and also housed a monster case for fifty cigars. Six months later final plans were completed and in March 1834 the bill needed to incorporate the company would build the near railway was referred to a parliamentary committee for scrutiny and approval. Here the promoters would be required to do battle with all those vested interests who opposed the venture. Richard Tames states: "Some were landowners who either objected to railways for the simple reason that they were new or because i

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