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The station has been completely demolished with the exception of the clock tow which has been retained within the Victoria Shopping Centre which now stands on the site of the station. Notes: Nottingham Victoria Station was designed by the architect Albert Edward Lambert and the construction was on a grand scale.
Both the Great Central Railway and Great Northern Railway shared the station (they split into two lines at Weekday Cross junction just beyond the Victoria Street tunnel).
Nottingham Victoria station was officially opened without ceremony in the early hours of 24 May 1900 - over a year after the start of services on the new railway line. The three-storey building was dominated by a large 100-foot clock tower topped with a cupola and weather vane.
The station itself comprised two large island platforms, each between 1,250 feet and 1,270 feet long, with two bays at each end for local traffic giving a total of 12 platform faces.
The station had passing loops round all platforms (for freight), two signal boxes and two turntables.
In order to fulfil his ambitions, Watkin also became Chairman of the Metropolitan Railway who were in the process of extending their line northwards towards Rickmansworth and the South Eastern Railway connecting London with Dover. In the 1890's the MS&LR began construction of its 'Derbyshire Lines', in effect the first part of its push southwards.
Due to its late construction, the company was able to take advantage of the latest technology including steam excavators.
In the 1923 grouping, the Great Central became part of the London & North Eastern Railway which brought an increase in freight traffic from the south Midlands and south west England but the LNER's main north - south route was into London Kings Cross so the Great Central was always considered as a secondary route. After nationalisation, the line became part of British Railways Eastern Region but was transferred to the London Midland Region in 1958. Many of the intermediate stations, including the Chesterfield loop closed on 4th March 1963 and long distance freight services were withdrawn shortly afterwards. In 1968 the London Railway Preservation Society chose Quainton Road as its new base, the society being renamed as the Quainton Railway Society; this has now developed into the Buckinghamshire Railway Centre covering 25 acres. North of Loughborough, the line remained open for freight traffic after closure to passengers in 1969 serving the gypsum mine at East Leake and the Ruddington Ordnance Storage and Disposal Depot south of Nottingham. It is now both groups aim to reinstate two bridges, one over the Midland main line north of Loughborough, rebuild 300 yards of embankment and relay little more than a quarter of a mile of track.
Sheffield Victoria closed on 5th January 1970 with the closure of the Woodhead route and trains from Lincoln were diverted into Sheffield Midland. Station was due to close on 12th May 1986 but the station was eventually reprieved and the closure proposals were rescinded. North of Aylesbury the track remains in place but is only used by waste freight trains to the landfill site at Calvert where a junction with the Oxford - Cambridge line remains in use. Rugby reviving a 1990’s government proposal to reopen that section of the line as part of a fast rail link from Scotland to the Channel Tunnel. Selected other web sites: The Transport Archive contains further detailed history of the Great Central plus a vast collection of 2344 'on line' photographs many ( the Newton Collection) taken during the construction of the London Extension.
Selected further reading: Great Central Memories by John MC Healey published 1987 by Baton Transport ISBN 0 85936 193 4 - heavily illustrated history of the London Extension.
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The closures will allow work to upgrade the track for a new fleet of trains on the line, which runs between Brixton and Walthamstow Central. Tube bosses say the alternative would have been to completely close the line, which is used by almost 600,000 passengers a day, for weeks at a time, a move ruled out by the Mayor. The new trains, which will begin coming into service late this year, will feature CCTV in carriages, wheelchair access, better ventilation and improved information systems. Between Finsbury Park and Walthamstow Central, calling at all intermediate Victoria line stations.
Liverpool Street to and from Walthamstow Central, Tottenham Hale and Seven Sisters (National Express East Anglia). Last train through leaving Nottingham Victoria Station for London Marylebone was the LCGB Great Central Railtour on 3rd September 1966.

Every spring, China’s cities are plunged into chaos, as all at once, a tidal wave of humanity attempts to return home by train. Last Train Home draws us into the fractured lives of a single migrant family caught up in this desperate annual migration. The two railway companies operated separate booking offices, the Great Central issuing tickets bearing 'Nottingham Central', whilst the Great Northern's window bore the legend 'Nottingham Joint St'n'. It was constructed in a Renaissance style using the best quality faced bricks and Darley Dale stone with space at the front for Hackney carriages which was covered by a canopy. At the north end of the building, access could be gained to the parcels office via two large metal gates. The booking hall contained seven ticket-issuing windows, three each for the Great Central and Great Northern, and one for excursion traffic; a clock-type train indicator served all platforms. On each island platform there were dining and tea rooms together with kitchens, sleeping facilities for staff, waiting rooms and lavatories; all these buildings were, like the rest of the station, lined with glazed tiles which were generally buff in colour and embellished with a chocolate dado.
The two signal boxes were positioned at the north and south ends of the station and controlled entry and exit to the tunnels that allowed entry to the complex. A second line left the main line at Penistone and served Barnsley, Doncaster and Scunthorpe before rejoining the Grimsby line at Barnetby. Watkin's ambition was to build a rail link between the industrial heartland of Manchester and Sheffield, south to London and through a tunnel beneath the channel to reach Paris and the expanding markets of Continental Europe. Construction of the 92 mile route started in 1895 and on 1st August 1897 the company changed its name to the Great Central Railway; it was the last 'main line' to be built until the Channel Tunnel rail link in 2003. It was heavily engineered with viaducts and wide cuttings with a maximum gradient of 1 in 128; there were no sharp curves or level crossings which would ensure a fast service for both passengers and freight. In 1903, new rails were laid parallel to the Metropolitan Railway from Harrow to the junction north of Finchley Road, enabling more traffic to use Marylebone.
By this time the service was already in decline with the increasing popularity of the car and it was unable to compete with other north - south routes as the line passed through sparsely populated areas south of Rugby. Beeching considered that the Great Central was a duplicate route which could be sacrificed in favour of the Midland main line. This traffic ceased in the 1980's and the track north of Loughborough was mothballed by BR until 2000. The depot was turned into the Nottingham Transport Heritage Centre (NTHC) and trains were run on a small length of line into the depot.
Gypsum traffic resumed in 2000 with up to two daily trains and revenue from British Gypsum is used to pay off the loan. As well a 'bridging the gap' between the two preserved lines further long term proposals would see the line extended southwards to Leicester Abbey and northwards from Ruddington to join up with the Nottingham tram network and on to Nottingham city centre. Although the southern section of the main line remained open, it too was proposed for partial closure in 1986. Following rail privatisation in the 1990's, Chiltern Railways took over the route and in 2006 two new platforms were built at Marylebone on the site of the old daytime carriage sidings. On selected days, usually bank holidays, special passenger services run to the Buckinghamshire Railway Centre at Quainton Road station. Chris Ward's Annesley Web site featuring numerous photographs of the Great Central around Nottingham and the Annesley Motive Power Depot.
Great Central Then and Now by Mac Hawkins - published (2nd edition) by BCA 1992 ISBN 0 7153 9326 X , station by station photographic survey of the Great Central between Sheffield and London with numerous 'then and now' photographs. Sixteen years ago, the Zhangs abandoned their young children to find work in the city, consoled by the hope that their wages would lift their children into a better life.
The south portal of the Mansfield Road Tunnel at the north end of the station survives, the tunnel is now securely gated. The construction called for the demolition of whole streets of some 1,300 houses and 24 public houses, following which around 600,000 cubic yards of sandstone rock was excavated from the site. The Town Clerk tried to resolve the situation by suggesting the name 'Nottingham Victoria' to reflect the fact that the planned opening date coincided with Queen Victoria's birthday; this was readily accepted at a meeting of the Nottingham Joint Station Committee on 12 June.
Once inside the building on the ground floor level, one reached the large and lofty booking hall.

An iron overbridge led from the booking hall and spanned the platforms, to which it was connected by four broad staircases. Large 42 feet 6 inches steel pillars held up an enormous 3-part glazed canopy measuring 450 feet in length, with a centre span of 83 feet 3 inches and a pair of flanking spans each of 63 feet 9 inches. As the station was shared with The Great Northern Railway (already well established when Victoria opened), a superb network of lines going to many destinations was available from the one station.
Victoria station was finally closed on 4 September 1967 when this service was cut back to Arkwright Street to allow for the building of the Victoria Shopping Centre and flats leaving only the clocktower surviving.
Although the new line had now reached London, Edward Watkin was unable to fulfil his ambition as he was forced to retire through ill health. Despite a shaky start, the Great Central Railway PLC are now operating throughout the year between their headquarters at Loughborough Central and a new station called Leicester North just inside the city boundary. Aylesbury was to remain open but all services would run into Paddington via Princes Risborough. The new platforms and partial resignalling of the station throat now make it possible to run 20 trains per hour in and out of the station. There are now proposals to extend the passenger services northwards to a new station called Aylesbury Vale Parkway at the point where the line crosses the A41 near Berryfields Farm.
See also Sheepbridge & Brimington Station and construction of the Manchester, Sheffield and Lincolnshire Railway through Brimington by Philip Cousins. The north portal of the tunnel was buried when the Carrington Station cutting was infilled but access has been maintained buy building a shaft with a locked manhole cover. The site measured around 650 yards in length from north to south and had an average width of 110 yards with a tunnel at each end of it for access. A small footbridge at the end provided access to the island platforms at the south end, themselves connected to a side exit leading on to Parliament Street.
There were additional glass roofs over the double-bay platforms, each carried on central pillars. This area is to be known as the Berryfields Major Development Area and will include park and ride facilities for Aylesbury. Nigel Tout's web site with numerous photographs of the Great Central remains around Leicester and a series of archive photographs of the line.
The homes they seek are the rural villages and families they left behind to seek work in the booming coastal cities.
Qin, the child they left behind, has grown into adolescence crippled by a sense of abandonment. The north portal of the Victoria Street Tunnel is behind a brick wall in the Victoria Centre underground car park.
An electrically-lit subway system, below track level and covering the breadth of the station, could be used for transporting luggage, thereby avoiding the need to carry it over the footbridges.
The Great Central opened for coal traffic on 25 July 1898, for passenger traffic to a new terminus at Marylebone on 15 March 1899 and for general goods traffic on 11 April 1899. Bridging the Gap details ongoing work to reinstate the link between the two preserved lines. It is an epic spectacle that tells us much about China, a country discarding traditional ways as it hurtles towards modernity and global economic dominance.
The subway was linked to the main station by four lifts serving respectively the booking hall, cloakroom and two island platforms. The Great Central Railway Society promotes an historical interest in the Great Central Railway. In classic cinema verite style, Last Train Home follows the Zhangs’ attempts to change their daughter’s course and repair their ruptured family.
Intimate and candid, the film paints a human portrait of the dramatic changes sweeping China.

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