Cannon Street station

The station was initially a stop for continental services from Charing Cross, and that route was convenient for travel between the City and the West End, until the construction of the District Railway.[9] In addition to taking traffic from the LC&DR, the new station would provide a direct railway link between the City and the West End, over which a journey could be made in a fraction of the time taken travelling by road.It was an Italianate style hotel and forecourt, designed by E. M. Barry, and it provided many of the station's passenger facilities, as well as an appropriate architectural frontispiece to the street.[18] Upon its opening Cannon Street station was a stopping point for all services to and from Charing Cross, including boat trains to Continental Europe.The SER's route could not compete with the Underground, which was more direct and reliable,[19] but suburban traffic to Cannon Street remained popular, and the bridge was widened to 120 feet (37 m) in the late 1880s, allowing ten tracks with sidings.[24] Between 5 and 28 June 1926, the station was closed to allow the Southern Railway to carry out various works, including the rebuilding of the platforms, relaying of the tracks and installation of a new system of electrical signalling – the four-aspect colour light scheme.[a][30] In 1962, the British Transport Commission entered into an agreement with Town & Country Properties for the construction of a multi-storey office building above the station with 154,000 sq ft (14,300 m2) of floor space.[32] The architect selected to design the new building was John Poulson who was good friends with Graham Tunbridge, a British Rail surveyor whom he had met during the war.He paid Tunbridge a weekly income of £25 and received in return building contracts, including the rebuilding of Waterloo and East Croydon stations.At his trial in 1974, Poulson admitted that, shortly before receiving the Cannon Street building contract, he had given Tunbridge a cheque for £200 and a suit worth £80.[34] All that now remains of the original station architecture are the twin 120 ft (37 m) yellow brick towers at the country-end and parts of the low flanking walls.At the time, the station had been closed for weekends and evenings, and the publication of British Rail's new timetable for 1984–1985 revealed that it would lose all its direct off-peak services to the south-east.Services from Sevenoaks, Orpington, Hayes, Dartford, Sidcup, Bexleyheath, Woolwich, Lewisham and Greenwich would instead terminate at London Bridge except during peak hours.[39] This was denied by British Rail (Southern)'s manager David Kirby, who pointed out that it had invested £10 million in redecking the railway bridge, and that passengers travelling from the south-east during off-peak hours would most likely be visiting the West End and not the City.The works revealed that the east tower still contained a large water tank which was used during the days of steam traction to replenish locomotives and to power the station's hydraulic systems.[41] In the 1980s, there was another property boom and British Rail again began looking into further commercial uses of the Cannon Street landspace, including 500,000 square feet (46,000 m2) of office space.The River building, which has two storeys, is built on the steel deck and contained within the station's two flank walls, which were rebuilt, providing 95,000 sq ft (8,800 m2) of office space.The project cost around £500,000 and was laid to comply with planning restrictions which required the building to be low and flat to maintain the sight lines from St Paul's to Tower Bridge.[72] Entrances are located on Cannon Street, Dowgate Hill, and on the main line concourse upstairs at the National Rail station, providing an interconnection for commuters.[81] London Transport spent £10m (now £167m) in 1972 safeguarding the route underneath Cannon Street and building reinforcements for laying a tube in the water-bearing ground around the station.