用戶:Rtsak101/沙盒
霍本高架橋站 Holborn Viaduct | |
|---|---|
 Station entrance in August 1977 | |
| 位置 | 倫敦市 |
| 擁有者 | 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 | 城市泰晤士連線站 |
| 服務 | |
| 車站列表 | |
霍本高架橋站（英語：Holborn Viaduct）是一座已經廢棄的火車站，位於倫敦市霍本高架橋的東南方、法靈頓街的東側。
該站於1874年由倫敦、查塔姆和多佛鐵路公司開設，用以緩解附近盧德蓋特山站日益增長的使用壓力。它最初是一個通過站，列車通過雪山隧道繼續前往法靈頓和國王十字。1916年，隧道的乘客服務停止，因此霍本高架橋站成為終到站。由於其與盧德蓋特山站之間的距離很短，後者於1929年關閉。
在20世紀期間，霍本高架橋站的使用逐漸減少，僅為倫敦東南部和肯特郡周邊地區提供一些本地通勤服務。隨着1980年代末泰晤士鏈接服務的創建，該站變得多餘，最終在1990年由英國鐵路公司關閉，並在同一地點被城市泰晤士連線火車站取代。
啟用
[編輯]
倫敦、查塔姆和多佛鐵路公司1895年改名為東肯特鐵路，以與東南鐵路競爭，並且修築了通往中倫敦的鐵路。[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-碼（300-米） branch from the Ludgate Hill-Farringdon line that would terminate at a new station located on 霍本高架橋, which would also have a new hotel forming its frontage.[4]
Holborn Viaduct was constructed as a six-platform terminus, with two 島式月台s and two 側式月台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 倫敦市 and the 西區 (倫敦).[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 倫敦維多利亞車站. Local services carried on through the Snow Hill Tunnel to join the 大都會鐵路's Widened Lines at 法靈頓站 (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]
酒店
[編輯]
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 第一次世界大戰.[8]
重組
[編輯]
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 南部鐵路公司 (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碼（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 第二次世界大戰, 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]
國有化後
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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 西克羅伊登站, 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 倫敦大轟炸, 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 泰晤士連線 plan was to build a new underground station in the vicinity, to be called 城市泰晤士連線站. 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 英國鐵路 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]
參見
[編輯]參考資料
[編輯]引用
- ^ Jackson 1984，第191頁.
- ^ Jackson 1984，第191–193頁.
- ^ Jackson 1984，第193頁.
- ^ Jackson 1984，第195頁.
- ^ Jackson 1984，第186頁.
- ^ 6.0 6.1 6.2 Maggs 2017，第157頁.
- ^ 7.0 7.1 McCarthy & McCarthy 2009，第72頁.
- ^ 8.0 8.1 8.2 8.3 Jackson 1984，第196頁.
- ^ Maggs 2017，第159頁.
- ^ 10.0 10.1 Jackson 1984，第201–202頁.
- ^ Maggs 2017，第179頁.
- ^ 12.0 12.1 Jackson 1984，第203頁.
- ^ Jackson 1984，第202頁.
- ^ Jackson 1984，第369頁.
- ^ Jackson 1984，第360頁.
- ^ Body 1984，第111頁.
- ^ Lewis, Clive. BR to reopen London rail tunnel. The Observer (London). 24 June 1984: 2 –透過Newspapers.com.
- ^ 18.0 18.1 Butt 1995，第121頁.
- ^ Haywood 2016，第225頁.
- ^ Holborn Viaduct; the last train. Disused Stations.
- ^ Woodland 1990，第150頁.
- ^ Mogridge 1990，第239頁.
來源
- 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 （英語）.
- 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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