389:(usually known as Stepniak) was killed by a train on the Hammersmith branch at Woodstock Road; there was a pedestrian crossing there, and the site later became the Woodstock Road station. He was walking from his house in Woodstock Road to resume a conference in Shepherds Bush, a moderately short walk. Climbing the stile at the crossing, he seems not to have heard the approaching North London Railway passenger train, and he was run over by it and died of injuries. The following day the
272:, and the following year the LSWR opened a line from Richmond through Gunnersbury (at first called "Brentford Road") passing Turnham Green and Hammersmith. This gave a considerable boost to Richmond traffic, which was carried over the N&SWJR between Acton Junction (at the site of the later South Acton station) and Old Oak Junction, where the Hampstead Junction Railway connected. The Richmond line generated a more frequent train service on what is now the North London Line.
398:
propaganda work at the house of his chief colleague, M. Felix
Volkhovsky. M. Volkhovsky lives in Shepherd’s-bush, a walk of only a few minutes from Bedford-park. Woodstock-road runs northward to the railway, and crosses it at a level crossing. M. Stepniak ... was caught by the engine of a train which was travelling in the direction of Acton, knocked on to the line, and dragged some yards along it. When the train was stopped the body was found to be very much mutilated.
217:
149:
224:
Turning up the heat even further, the N&SWJR flirted with the idea of an extension to
Richmond, and this gained considerable support but failed in Parliament. Feeling itself under pressure, the LSWR arranged with the N&SWJR to run a Twickenham - Richmond - Hampstead Road service, reversing at
190:
The junction with the N&SWJR main line, at Acton
Gatehouse Junction, faced Kew and it may be that the directors hoped that the LSWR would work the branch passenger trains. Goods trains started working to the terminus on 1 May 1857, but the main line companies were reluctant to operate a passenger
298:
The 1895 Bradshaw's Guide shows a half-hourly service on the branch, but still changing trains to get to London. Quite apart from tramway competition, there were now several competing railways in the area: as well as the
Hammersmith and City and the Metropolitan District Railway, the LSWR itself ran
207:
From 1 November 1865, the system of coupling and uncoupling at
Gatehouse Junction was ended; instead the branch coaches ran through to Acton station (now Acton Central). As that station was north of the south-facing junction, this involved reversal there, and trains to the branch were propelled from
195:
0-4-0 saddle tank locomotive. This made nine return journeys daily, and five on
Sundays, to the junction. There was no station there, but the branch coaches were attached to and detached from North London trains. This arrangement started on 8 April 1858; the best journey time to Fenchurch Street was
414:
The inquest found accidental death; the evidence added some minor details: the train left
Chiswick for Acton at 10.20. The driver was a North London Railway man. In evidence, the Traffic Superintendent of the NLR said that the line was leased from the original N&SWJR by a joint committee of the
163:
The little company had understood that the line would be worked by the LSWR and the London & North
Western Railway (LNWR) jointly, but when the line was complete, those companies were reluctant to provide train services. Williams suggests that this was to protect existing road cartage business
172:
Disregarding the hostility of the LSWR, the N&SWJR pressed to run through to
Windsor, and three additional trains ran from Hampstead Road to Windsor started on 1 June 1854; the journey time from Fenchurch Street, changing at Hampstead Road, was two hours. The service lasted until October 1854
397:
The accident took place between 10 and 11 o’clock in the morning at a point about three-quarters of a mile north of the
Hammersmith and Chiswick terminus of . M. Stepniak left his house in Woodstock-road, Bedford-park in order to resume a conference ... with a number of his associates in Russian
302:
The LNWR took over the operation of the North London Railway on 1 January 1909 and replaced the passenger trains on the Hammersmith branch with a 48-seat steam railmotor; this operated a half-hourly service from 4 January 1909. Responding to competition from street tramways, three new halts were
228:
The two reversals were obviously extremely inconvenient, and the LSWR, warming to the N&SWJR, obtained powers to build an east curve at Kew and a west curve at Barnes; they opened on 1 February 1862. Williams points out that the passenger timings hardly improved, the Kew Junction to Richmond
186:
Continuing to enter territory that the LSWR considered its own, the N&SWJR got authority in 1853 to make a branch to the small rural town of Hammersmith, although the terminus was some distance west of the place. The purpose of the branch is not clear as the area was still undeveloped, and a
139:
Part of the original main line survives between South Acton Junction and a point near Willesden Junction. It carries the heavily used Richmond to Stratford passenger service, and the whole of the main line remains an important freight connection. However, the Hammersmith branch has closed and no
232:
The original junction with the LSWR had been Kew Junction, and it was now renamed Old Kew Junction, with the new east-facing junction being New Kew Junction. The LSWR had its Kew station just west of the point of junction, and it built adjacent platforms on the new curve. (Kew station was later
345:
The N&SWJR main line continues in use as a freight route from the former LNWR line at Willesden and the Hampstead Junction line to the Hampshire area via Hounslow and Chertsey. The section from Old Oak Junction (near Willesden Junction) to South Acton carries the intensive
318:
The competing transport methods intensified and the branch was hopelessly uneconomic. The passenger service was withdrawn on 1 January 1917. Goods trains continued to serve a coal depot and asphalt plant at Hammersmith until 2 May 1965, after which the branch finally closed.
445:, 2009, issued by Network Rail; "Route Boundary" may be a few chains short of the actual point of junction; Williams (p 176) says 3 miles 5 furlongs, i.e. 3 m 50 ch, which seems right; the authorising Act may have included sidings at Willesden.
294:
station had a bay for the Hammersmith branch line, which was extended to run independently alongside the main line for 19 chains to reach the station. Acton and South Acton, and the earlier Kew, were the only stations on the N&SWJR main line.
282:
ran through trains along the LSWR alignment to the West End of London and the City. The GWR, in 1870, had already operated a service via Hammersmith Grove Road onto the Metropolitan Railway tracks, but this was withdrawn after a few months.
168:
trains daily ran from Hampstead Road (with a connection there from Fenchurch Street) to Kew; the N&SWJR had its own station there just short of the LSWR line—a temporary platform at first; there was an intermediate station at Acton.
203:
opened in 1864, it provided faster services to Central London from a more convenient Hammersmith location, and the N&SWJR branch suffered further. Goods traffic too was handled more conveniently at locations on other lines.
350:
passenger service. The Hammersmith branch has long since been built over, but remains very easy to trace until south of the Bath Road, where the 'level' crossing hump is still very clearly evident.
160:(N&SWJR) obtained its authorising Act for a 4½ mile line from Willesden (N&SW Junction, near West London Junction), to Brentford (actually Kew Junction, later renamed Old Kew Junction).
257:. The line between Willesden and Richmond carried services to and from Broad Street and was used by other companies serving Richmond. In 1869 the LSWR opened the direct connecting line from
326:
the N&SWJR main line to both Richmond and Kew Bridge in 1916, on the fourth rail d.c. system. This provided a more frequent and pleasanter travel experience and was very successful.
164:
across London. A goods service was started on 15 February 1853, nine months after being passed as fit by the Board of Trade Inspector. Passenger traffic started on 1 August 1853: four
275:
The N&SWJR had been worked by the North London Railway, the Midland Railway and the LNWR jointly since its beginning. In 1871 the line was taken over by those companies jointly.
1065:
418:
Many books of recollections misreport several details: several state that the accident took place at the Bath Road level crossing; Reid, claiming that Stepniak was visiting
1109:
229:
times reducing from 19 minutes to 16 minutes. At the same time, some passenger trains continued to call at the original N&SWJR station at Kew until October 1866.
17:
454:
Clearly visible on large scale Ordnance Survey maps of the time; part of the footbridge appears in one of Pissarro Senior's paintings, reproduced in Reid's book.
353:
In June 2013, the Mayor of London and the London Boroughs of Brent, Ealing and Hammersmith & Fulham released 'vision' consultation documents about the
441:
The actual route length now is from 0 m 00 ch at Willesden to "Route Boundary" at Kew Old Jn, at 3 m 39 ch according to the
403:
It is stated that the driver noticed a man on the rails, and blew his whistle, but M. Stepniak, whether he heard it or not, took no notice of the warning.
132:(LSWR). After a difficult start it became an important freight route and that usage continues today. A passenger service linked LSWR stations with the
286:
In an attempt to staunch the loss of business, the N&SWJR opened a new station at South Acton on 1 January 1880, renaming the Hammersmith station
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1094:
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958:
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a service from Richmond via Hammersmith (Grove Road), alternately to Waterloo and Ludgate Hill via Kensington and Loughborough Junction.
422:, son of the painter, even includes a photograph of the crossing, but it was gated and staffed at the time, and there was a footbridge.
156:
The proximity of the unconnected LNWR and LSWR railways immediately west of London led to a number of failed schemes, until in 1851 the
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shareholders' committee found that the directors had improperly arranged construction outside the authorised capital of the company.
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Barnes and again at Kew; some LSWR coaches apparently worked through to Fenchurch Street. The service started on 20 May 1858.
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in the City of London was the most important passenger station connected to the line. From 1864 some trains went on to
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The passenger service to Kew Bridge ended in 1940. After Broad Street closed in 1986 the N&SWJR line carried
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124:(NSWJR) was a short railway in west London, England. It opened in 1853, connecting Willesden on the
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These errors are repeated anecdotally by Hermynia zur Mühlen and several other derivative works.
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area of west London. This involves a major development area for London, based around a new
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8:
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315:. On 9 March 1913 the steam car was replaced by a petrol-electric railmotor, LNWR No. 9.
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A Regional History of the Railways of Great Britain. Volume 3 - Greater London
1078:
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408:
140:
regular passenger service remains on the southern section of the main line.
362:
629:, 12th mo, (December) 1895, reprinted by Middleton Press, Midhurst, 2011,
496:, Volume 1: The Formative Years, David & Charles, Newton Abbot, 1968,
83:
677:
Olive & Stepniak: the Bloomsbury diary of Olive Garnett 1893-1895
370:
415:
Midland, LNW and North London Railways, and was worked by the NLR.
216:
148:
43:
645:
540:, David and Charles (Publishers) Limited, Newton Abbot, 1971,
666:
newspaper, 24 December 1895; original orthography maintained
476:
An Historical Geography of the Railways of the British Isles
588:
Kingston and Hounslow Loops including the Shepperton Branch
520:, second edition, 2010, Ian Allan Publishing Ltd, Hersham,
199:
The branch was not commercially successful, and when the
377:
system, connecting Old Oak to Hounslow, via Kew Bridge.
245:
After opening in 1853 the main line was operated by the
380:
385:
On 23 December 1895 the Ukrainian exile and anarchist
627:
Bradshaw's General Steam Navigation and Railway Guide
411:
claimed a plausible 28 mph for the train speed.
731:, page 250, Open Book Publishers, Cambridge, 2010,
610:, Ian Allan Publishing Limited, Shepperton, 2003,
608:The Railways of Great Britain — A Historical Atlas
1110:London, Midland and Scottish Railway constituents
679:, p 240, Bartletts Press, 1993, Birmingham, 1993
1076:
969:Stratford-upon-Avon and Midland Junction Railway
1020:Glasgow, Barrhead and Kilmarnock Joint Railway
758:- describes the N&SWJR Hammersmith station
729:The End and the Beginning: The Book of My Life
191:service, and the N&SWJR itself acquired a
777:
143:
959:Shropshire Union Railways and Canal Company
620:
582:
580:
567:, David & Charles, Newton Abbot, 1978,
488:
486:
484:
954:Portpatrick and Wigtownshire Joint Railway
784:
770:
689:
373:. The vision mentions a new branch of the
265:and services west beyond Richmond ceased.
18:North & South Western Junction Railway
675:Olive Garnett and Barry Cornish Johnson,
559:
557:
555:
553:
530:
136:, and a branch was built to Hammersmith.
1085:North and South Western Junction Railway
1055:Whitehaven, Cleator and Egremont Railway
944:North and South Western Junction Railway
889:Cockermouth, Keswick and Penrith Railway
701:
577:
481:
215:
158:North and South Western Junction Railway
147:
122:North and South Western Junction Railway
30:North and South Western Junction Railway
884:Cleator and Workington Junction Railway
669:
512:
510:
268:In 1868 Kew station (LSWR) was renamed
14:
1090:Pre-grouping British railway companies
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929:Leek and Manifold Valley Light Railway
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550:
494:The London & South Western Railway
1095:Railway companies established in 1851
792:Constituent railway companies of the
765:
657:
468:
443:Kent Wessex Sussex Sectional Appendix
794:London, Midland and Scottish Railway
711:, Lilburne Press, Folkestone, 1997,
507:
381:Death of Sergey Stepnyak-Kravchinsky
152:Map of the N&SWJR system in 1853
864:Brechin and Edzell District Railway
600:
590:, Middleton Press, Midhurst, 1990,
24:
25:
1126:
1025:Furness and Midland Joint Railway
1015:Glasgow and Paisley Joint Railway
974:Tottenham and Forest Gate Railway
939:Mold and Denbigh Junction Railway
818:Glasgow and South Western Railway
745:
1005:Ashby and Nuneaton Joint Railway
919:Lanarkshire and Ayrshire Railway
833:London and North Western Railway
828:Lancashire and Yorkshire Railway
340:
130:London and South Western Railway
126:London and North Western Railway
64:London and North Western Railway
1010:Citadel Station Joint Committee
646:Vision for Old Oak Consultation
639:
448:
1115:1851 establishments in England
1050:Preston and Wyre Joint Railway
979:Wick and Lybster Light Railway
586:Vic Mitchell and Keith Smith,
435:
359:Old Oak Common railway station
333:services between Richmond and
201:Hammersmith & City Railway
181:
13:
1:
1045:Preston and Longridge Railway
934:Maryport and Carlisle Railway
461:
280:Metropolitan District Railway
220:Map of the N&SWJR in 1862
128:(LNWR) with Brentford on the
1105:Railway lines closed in 1965
1100:Railway lines opened in 1853
7:
1066:(Full list of constituents)
859:Arbroath and Forfar Railway
843:North Staffordshire Railway
698:newspaper, 27 December 1895
387:Sergey Stepnyak-Kravchinsky
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904:Dundee and Newtyle Railway
869:Callander and Oban Railway
288:Hammersmith & Chiswick
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997:
874:Cathcart District Railway
851:
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303:opened on the branch, at
144:Planning and construction
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1035:Lancashire Union Railway
879:Charnwood Forest Railway
428:
1030:Goods Traffic Committee
989:Yorkshire Dales Railway
964:Solway Junction Railway
709:Pissarro in West London
565:London's Local Railways
478:, Cassell, London, 1959
367:Great Western Main Line
208:Acton to the junction.
405:
400:
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998:Former joint railways
899:Dornoch Light Railway
894:Dearne Valley Railway
801:Constituent companies
727:Hermynia zur Mühlen,
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949:North London Railway
852:Subsidiary companies
518:London Railway Atlas
247:North London Railway
166:North London Railway
134:North London Railway
72:North London Railway
1040:North Union Railway
393:newspaper reported
31:
808:Caledonian Railway
222:
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51:Dates of operation
29:
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924:Knott End Railway
737:978-1-906924-28-7
651:1 August 2013 at
635:978 1 908174 11 6
526:978 0 7110 3397 9
375:London Overground
348:North London line
331:North London Line
249:(NLR). From 1865
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62:Joint ownership:
16:(Redirected from
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823:Highland Railway
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536:H P White,
516:Joe Brown,
504:, Chapter 6
324:electrified
292:South Acton
263:Gunnersbury
259:South Acton
182:Hammersmith
84:Track gauge
1079:Categories
462:References
313:Rugby Road
290:. The new
270:Kew Bridge
235:Kew Bridge
696:The Times
664:The Times
371:Crossrail
322:The LNWR
305:Bath Road
78:Technical
59:Successor
46:, England
649:Archived
255:Kingston
241:Services
233:renamed
212:Richmond
177:Branches
107: in
35:Overview
102:⁄
735:
715:
683:
633:
614:
594:
571:
544:
524:
500:
173:only.
44:London
40:Locale
429:Notes
391:Times
733:ISBN
713:ISBN
681:ISBN
631:ISBN
612:ISBN
592:ISBN
569:ISBN
542:ISBN
522:ISBN
498:ISBN
365:and
361:for
311:and
120:The
754:at
237:).
1081::
579:^
552:^
509:^
483:^
307:,
109:)
70:,
66:,
785:e
778:t
771:v
104:2
100:1
97:+
95:8
91:(
20:)
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