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霍本高架桥站 Holborn Viaduct | |
|---|---|
 Station entrance in August 1977 | |
| 位置 | 伦敦市 |
| 拥有者 | London, Chatham and Dover Railway |
| 月台 | 6 |
| 重要事件 | |
| 1874年3月2日 | Opened |
| 1990年1月29日 | Closed |
| Replaced by | 城市泰晤士连线站 |
| 服务 | |
| 车站列表 | |
霍本高架桥站（英语：Holborn Viaduct）是一座已经废弃的火车站，位于伦敦市霍本高架桥的东南方、法灵顿街的东侧。
该站于1874年由伦敦、查塔姆和多佛铁路公司开设，用以缓解附近卢德盖特山站日益增长的使用压力。它最初是一个通过站，列车通过雪山隧道继续前往法灵顿和国王十字。1916年，隧道的乘客服务停止，因此霍本高架桥站成为终到站。由于其与卢德盖特山站之间的距离很短，后者于1929年关闭。
在20世纪期间，霍本高架桥站的使用逐渐减少，仅为伦敦东南部和肯特郡周边地区提供一些本地通勤服务。随着1980年代末泰晤士链接服务的创建，该站变得多余，最终在1990年由英国铁路公司关闭，并在同一地点被城市泰晤士连线火车站取代。
启用
编辑
伦敦、查塔姆和多佛铁路公司1895年改名为东肯特铁路，以与东南铁路竞争，并且修筑了通往中伦敦的铁路。[1] They had opened Ludgate Hill station on 1 June 1865, but it had begun to struggle with increasing numbers of trains. The LCDR was suffering financial problems following the extravagant spending to build the line (which would plague the company for the rest of its lifespan), and was unable to raise capital to expand the station.[2]
The London and South Western Railway (LSWR) had agreed to fund £310,000 to the LCDR, while the Great Northern Railway donated £320,000.[3] A shell company, the Holborn Viaduct Station Company, was set up to construct a 330-码（300-米） branch from the Ludgate Hill-Farringdon line that would terminate at a new station located on 霍本高架桥, which would also have a new hotel forming its frontage.[4]
Holborn Viaduct was constructed as a six-platform terminus, with two 岛式月台s and two 侧式月台s, covered by a three-roof train shed.[5] Each of the platforms was 400英尺（120米） long.[6] The redevelopment that began in 1963 saw the replacement of the train shed with shorter platform canopies, while a new concourse was constructed within the new office building on the ground floor level; the platforms were located at the first floor level.[7]
The station opened on 2 March 1874 with the intention that it be used as a terminus for main line and continental trains. These services were intended to operate to both the 伦敦市 and the 西区 (伦敦).[8] Holborn Viaduct was well placed for this, as it was near the City and the mainline terminals along the New Road, yet also the nearest terminus to South London.[6] Trains would travel as far as Herne Hill where they would split, with one portion going to Holborn Viaduct and the other to 伦敦维多利亚车站. Local services carried on through the Snow Hill Tunnel to join the 大都会铁路's Widened Lines at 法灵顿站 (now Farringdon), with a pair of low-level platforms just north of Holborn Viaduct to allow interchange with the main line services. Opened on 1 August 1874, these platforms formed a small station named Snow Hill, which was renamed Holborn Viaduct Low Level on 1 May 1912.[8]
On 10 May 1886, 黑衣修士站 opened further south on the LC&DR line, just to the north of Blackfriars Bridge. This caused a drop in traffic at Holborn Viaduct, as St Paul's was more accessible for some destinations.[9]
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The Holborn Viaduct Hotel was designed by Lewis H. Isaacs, and opened on 17 November 1877.[8] It was so well-integrated with the station that it was difficult for the casual traveller in central London to spot the main entrance.[6]
The hotel was run by the caterers Spiers & Pond, who were already co-operating with the LCDR, and became official caterers to the LSWR in 1888, and the SER the following year. J. Lyons and Co. took over operations in 1905. It was used for wireless communications during 第一次世界大战.[8]
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Passenger traffic through the Snow Hill Tunnel ceased on 3 April 1916, which saw the low-level platforms closed, and Holborn Viaduct become a terminus for passenger services from the south of London into the City.[10]
The station came under the control of the 南部铁路公司 (SR) in the 1923 Grouping. On 21 March 1926, the signalling system at Holborn Viaduct was upgraded to use colour-light.[11] The distance of just 660码（600米） between Holborn Viaduct and St. Paul's station (now named Blackfriars) led to the intermediate station at Ludgate Hill being closed on 3 March 1929. The route was electrified in 1925 for services from Shortlands and Orpington, with the first service opening on 12 July.[10] The line from Bickley to St Mary Cray was electrified in 1934, with an electric service between Holborn Viaduct and Sevenoaks starting the following year. Electric services to Gillingham began on 2 July 1939, which involved extending Platform 1 to 520英尺（160米）. This extension caused problems with arrivals and departures, due to all the trains running in such a restricted space.[12]
The station was not directly damaged by any action in 第二次世界大战, but the hotel was hit by a bomb on 26 October, and then destroyed by fire overnight on 10–11 May 1941. The station was closed until 1 June as a result. A signal box to the south of the station, and a nearby bridge over Southwark Street, were destroyed by overnight bombing on 16–17 April 1941. A temporary replacement opened on 29 September, with a permanent arrangement opening on 9 October 1942.[12]
国有化后
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Following the war, services to Holborn Viaduct began to be withdrawn. The electrification of the Kent Coast route led to two basic services operating all day from the station: to Sevenoaks and 西克罗伊登站, with peak time services to a number of other destinations. The station was rebuilt between 1960 and 1963.[7] In 1963 the hotel, which had been heavily damaged during 伦敦大轰炸, was demolished and redeveloped, with a new 10-storey office building replacing it. It opened on 9 September.[13] Two platforms were removed from the station in 1973, as services were reduced and parcel traffic stopped running.[14] The station was closed on Saturdays after 2 May 1970, and after 7:30pm on weekdays from 1 June 1981.[15] It remained popular for commuter services into the 1980s, serving over 22,000 passengers on 200 trains every day.[16]
In 1984, British Rail proposed using Snow Hill Tunnel as a bypass for the station; 一人控制 would run from Blackfriars to Farringdon and then on to Kings Cross, allowing passengers to skip the change of trains at Holborn Viaduct.[17] Holborn Viaduct station was temporarily closed on 18 August 1986, then re-opened on 30 August.[18] In 1988, Snow Hill Tunnel was restored and passenger trains began running through as a north–south rail link through central London. The 泰晤士连线 plan was to build a new underground station in the vicinity, to be called 城市泰晤士连线站. Its construction required the demolition of the bridge to Holborn Viaduct from Ludgate Hill.[19]
The last train out of Holborn Viaduct was a special formed of two Class 411 units (8 CEP).[20] It was an "enthusiast special" which started at Holborn Viaduct at 19:40 on 26 January 1990, and visited several London terminals used at that time by Network SouthEast: Victoria, London Bridge, and Cannon Street. It terminated at Charing Cross.[21] Holborn Viaduct station was closed permanently by 英国铁路 on 29 January 1990.[18] The frontage of the station buildings was incorporated into the new Thameslink station, which formed part of a new development funded by a commercial property company.[22]
参见
编辑参考资料
编辑引用
- ^ Jackson 1984，第191页.
- ^ Jackson 1984，第191–193页.
- ^ Jackson 1984，第193页.
- ^ Jackson 1984，第195页.
- ^ Jackson 1984，第186页.
- ^ 6.0 6.1 6.2 Maggs 2017，第157页.
- ^ 7.0 7.1 McCarthy & McCarthy 2009，第72页.
- ^ 8.0 8.1 8.2 8.3 Jackson 1984，第196页.
- ^ Maggs 2017，第159页.
- ^ 10.0 10.1 Jackson 1984，第201–202页.
- ^ Maggs 2017，第179页.
- ^ 12.0 12.1 Jackson 1984，第203页.
- ^ Jackson 1984，第202页.
- ^ Jackson 1984，第369页.
- ^ Jackson 1984，第360页.
- ^ Body 1984，第111页.
- ^ Lewis, Clive. BR to reopen London rail tunnel. The Observer (London). 24 June 1984: 2 –通过Newspapers.com.
- ^ 18.0 18.1 Butt 1995，第121页.
- ^ Haywood 2016，第225页.
- ^ Holborn Viaduct; the last train. Disused Stations.
- ^ Woodland 1990，第150页.
- ^ Mogridge 1990，第239页.
来源
- Butt, R. V. J. The Directory of Railway Stations: details every public and private passenger station, halt, platform and stopping place, past and present 1st. Sparkford: Patrick Stephens Ltd. 1995-10. ISBN 978-1-85260-508-7. OCLC 60251199. OL 11956311M （英语）.
- Body, Geoffrey. Railways of the Southern Region. P. Stephens. 1984. ISBN 978-0-850-59664-9.
- Clinnick, Richard. London's Lost Termini. Rail (Bauer Media). 2011, (664): 62–65.
- Haywood, Russell. Railways, Urban Development and Town Planning in Britain: 1948–2008. Routledge. 2016. ISBN 978-1-317-07164-8.
- Jackson, Alan. London's Termini New Revised. London: David & Charles. 1984 [1969]. ISBN 0-330-02747-6.
- McCarthy, Colin; McCarthy, David. Railways of Britain – London North of the Thames. Hersham, Surrey: Ian Allan Publishing. 2009. ISBN 978-0-7110-3346-7.
- Maggs, Colin. A History of the Southern Railway. Amberley. 2017. ISBN 978-1-4456-5271-9.
- Mogridge, Martin J.H. Travel in Towns: Jam yesterday, jam today and jam tomorrow?. Springer. 1990. ISBN 978-1-349-11798-7.
- White, H.P. London Railway History. A Regional History of the Railways of Great Britain, Vol. III: Greater London. Newton Abbot: David and Charles. 1963. ISBN 0-7153-5337-3.
- Woodland, Charles G. W. Special Train Marks Holborn Viaduct Closure. News & Notes. Railway Magazine. Vol. 136 no. 1067 (Cheam: Prospect Magazines). March 1990. ISSN 0033-8923.
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