London Paddington

Further development and station alterations were undertaken between 1930 and 1934: these included more platform extensions to accept the longer trains then being introduced and building of offices between the hotel and trainshed. However, a rectangular area of land sandwiched in-between the hotel, the new side offices, and the trainshed, became part of the station's enlarged concourse area. The Metropolitan Railway station - Bishops Road - was absorbed into the main station on 11th September 1933, giving Paddington no less than sixteen platforms (Nos. 13 - 16 serving the underground line). These platforms were not incorporated underneath the fourth span of the trainshed, consequently receiving their own canopies.

By 1961 the Western Region had replaced all steam traction on Paddington suburban services with classes of diesel multiple units, but much of the longer distance traffic remained steam-hauled. Diesel hydraulics began arriving in force on mainline workings from June 1958, when the first ''Warship'' (Class 42) locomotives were deployed. December 1961 marked the inauguration of the ''Western'' (Class 52) diesels, which progressively replaced the powerful ''King'' Class engines on heavy expresses out of the terminus: the last ''King'' was withdrawn on New Years Eve, 1962. However, this withdrawal was then followed in April 1963 with the very brief reinstatement of No. 6018 ''King Henry VI'' for the haulage of an enthusiasts' charter. The last steam train which was scheduled to leave Paddington was the 16:15 to Banbury on 11th June 1965. This did indeed occur in the presence of huge crowds, behind No. 7029 ''Clun Castle'', but when this train did finally depart and the crowds began to leave the station, a 61xx Prairie Tank Engine trundled in with empty stock! The replacement diesel hydraulics, unique to the Western Region, would not last as long as their steam predecessors - withdrawals of ''Warships'' began in as early as 1968, as British Rail pursued a policy to standardise the nationwide motive power fleet to diesel-electric. Ex-Midland Region Class 50s began taking over from the hydraulics on major services, the type having become available after the completion of the West Coast Main Line electrification in 1974. Even the ''Hoovers'' became secondary motive power on the Western Region with the introduction of HST 125 train formations between 1976 and 1982 - the bulk of the former subsequently went to the Southern Region.

Restoration of the station began in 1985, which included the complete replacement of all trainshed roof glazing and the repainting of the framework. The majority of this was completed in 1992, the work having taken seven times longer to complete than the time it originally took to build the station during 1853 and 1854! The fourth trainshed span of 1916 origin was not yet complete and then in 1999, Railtrack terminated the restoration effort of this structure. Scaffolding and tarpaulin was simply left in place and subsequently, the infrastructure company submitted a planning application to demolish this listed section. With the demise of Railtrack in October 2002, the proposals were fortunately delayed, but it would seem that the plans were reignited by Network Rail. Sadly, on 31st July 2003, the demolition had been approved; the span still stands today, but its future remains uncertain. Meanwhile, there had been further internal re-arrangements of platforms 6 to 8, to accommodate the 1991-proposed Heathrow Express. This work began in 1995, which included the installation of overhead catenary over the approach lines of platforms 3 to 12: the first services to the airport began in Summer 1998.

Before 1916, the central trainshed span was the largest, being some 102 foot 6 inches in width and 55

foot in height. The supporting columns for the whole roof were fabricated from wrought-iron and

patterned by Brunel's assistant Wyatt. However, the supporting columns of the central trainshed span

were progressively removed over a period of two years from 1922, and replaced with steel equivalents.

These were patterned in sympathy with Wyatt's original creations. In this view from 22nd October 2004,

looking back towards the concourse within the central span, the trainshed's transepts are partially

revealed. These are 50 foot gaps featuring twice across the three spans and separating each of these

into three sections. They were originally incorporated to allow the building to house a traverser, which

would shift carriages between lines. This machine did not transpire, but the design remained and does

give the terminus an even more pleasing light and airy feel. Note the vacant space once belonging to

The presence of the transepts did allow Wyatt to create the ornate window and balcony arrangement

on the first floor of the station offices, seen on the left of this north westward view from 24th January

2004. Another such window display is also in evidence within the second row of transepts, behind the

camera. The monument of the soldier, also seen on the left, below the balcony, appeared at the station

with a bronze statue of Brunel in 1982, and commemorates those GWR employees who died in both

The 941 tonne steel girder bridge, seen here in an elevated position on 22nd October 2004, was installed

in 1914 and like those steel bridges just seen in the distance, it replaced a brick viaduct. This allowed the

complete alteration of the approach layout here as part of the station expansion scheme. The footbridge

on the right serves the Metropolitan platforms and is of 1933 origin. The large glass-clad office block

prominent on the right, stands on the site of the former GWR goods depot, the lower half of the retaining