It’s one thing to learn from the standard book about a historic building, but walking round it with the author provides a different level of understanding.
Steven Brindle’s Paddington Station: its history and architecture (English Heritage 2013) in its second edition represents the most comprehensive and up-to-date survey of one of Britain’s most important stations.
I took the opportunity to walk round the station with Steven as part of a group of Victorian Society members on a Saturday afternoon amid the hubbub of trains arriving and departing every few minutes, high-volume PA announcements, assistance trolleys conveying people up and down the platforms and noisy families taking selfies in front of the statue of Paddington Bear.
Now the second busiest station in the UK (after London Liverpool Street), Paddington Station remains a monument to the engineer Isambard Kingdom Brunel (1806-1859) who was chosen to plan and build the Great Western Railway after winning the competition to design the Clifton Suspension Bridge and making himself popular with Bristol grandees for assisting in managing the chaos caused by the Reform Bill riots of 1831.
Steven made the station’s original layout clear by starting his tour halfway down Platform 1, next to Marcus Cornish’s statue of Paddington Bear.
This was the side from which the first trains departed, and the buildings planned by Brunel and designed by Matthew Digby Wyatt (1820-1877) largely survive, including the Royal Waiting Room, now the first-class lounge.
Brunel ensured that the Great Western Railway was at the forefront of Victorian technology though some of his ideas were in advance of practicality: the seven-foot broad gauge finally expired in 1892 and his atmospheric railway lasted less than a year. Nevertheless, trains still run between Paddington and the South-West as they have since 1838, from under the magnificent glazed train-shed that Brunel and Wyatt completed in 1854.
Three spans of wrought-iron arches cover the tracks, supported by columns that were originally cast iron, replaced by steel in 1922-24. The transepts which break up the vista were thought to accommodate turntable tracks for shifting early rolling stock, but thorough recent research casts doubt on this idea.
The Great Western Railway was at once innovative and conservative, so when the removal of the broad-gauge tracks made it possible to increase the number of platforms it was accomplished without compromising Brunel and Wyatt’s train shed.
I’d never fully grasped how the separation of the original four departure and arrival platforms worked until I followed Steven round and learned that Brunel’s buildings on the northern arrival side were demolished in the early twentieth century.
The north side of the station has been repeatedly altered, first with the arrival of the Metropolitan Railway terminus, tucked in the north-west corner, in 1863, then the Span Four extension (1913-14), which respectfully follows the proportions of the 1854 station, and again when new buildings were added by the company architect, Percy Emerson Culverhouse (1871-1953), in the 1930s.
In the course of its history the station has extended from four platforms to seventeen including through platforms for the Underground and the Elizabeth Line.
Steven Brindle couldn’t show us the most remarkable of his discoveries at Paddington Station, the remaining span of Brunel’s first iron bridge, over the canal at Bishop’s Bridge. The actual ironwork is in store in Fort Cumberland near Portsmouth. The story is at Bishop’s Bridge – Wikipedia.
L T C Rolt relates that at an early meeting of the Great Western Railway directors, someone cast doubts on the practicality of driving a railway all the way from London to Bristol, and Brunel replied, “Why not make it longer, and have a steamboat go from Bristol to New York and call it the Great Western?”
You can take a train from Paddington to Bristol Temple Meads, passing the Wharncliffe Viaduct, the Maidenhead Bridge, Sonning Cutting, Swindon and Box Tunnel – each of them a pioneering work of genius – to visit Brunel’s surviving steamship, SS Great Britain, in the dry dock in which she was built.
He was a truly remarkable man who lived a remarkable life.