Editing Liverpool Street station (section)

=== History ===

==== New terminus (1875)====
[[File:DISTRICT(1888) p139 - Liverpool Street and Broad Street stations (plan).jpg|thumb|left|upright|Plan of Liverpool Street and Broad Street (c.1888)]]
Liverpool Street station was built as the new London terminus of the [[Great Eastern Railway]] (GER) which served {{rws|Norwich}} and {{rws|King's Lynn}}.<ref name="nethis">{{cite web |url=http://www.networkrail.co.uk/london-liverpool-street-station/history/| title = History of Liverpool Street station| publisher = Network Rail |archive-url=https://web.archive.org/web/20130408051828/http://www.networkrail.co.uk/london-liverpool-street-station/history/|archive-date=8 April 2013}}</ref> The GER had been formed from the merger of several railway companies, inheriting {{rws|Bishopsgate}} as its London terminus. Bishopsgate was inadequate for the company's passenger traffic; its [[Shoreditch]] location was in the heart of one of the poorest slums in London and hence badly situated for the [[City of London]] commuters the company wanted to attract.{{sfn|Jackson|1984|p=108}} Consequently, the GER planned a more central station.{{sfn|The Engineer|1865|loc=p. 266, col. 1}}<ref name="virtualarchive"/> The original intention was to build a terminus which reached as far south as the road ''London Wall'', and which would be as tall as the [[Broad Street railway station (England)|Broad Street station]] which was being planned at the same time, however the city authorities did not permit the more southerly location.{{sfn|Weinreb|Hibbert|Keay|Keay|2008|pp=490–491}}

By 1865, plans changed to include a circa {{convert|1|mile|km|adj=on}} long line branching from the main line east of the company's existing terminus in Shoreditch, and a new station at Liverpool Street as the main terminus, with Bishopsgate station to be used for freight traffic. The station at Liverpool Street (the street had been named after the [[Tories (British political party)|Tory]] Prime Minister [[Robert Jenkinson, 2nd Earl of Liverpool]] in 1829) was to be built for the use of the GER and of the [[East London Railway]] on two levels, with the underground East London line around {{convert|37|ft|abbr=on}} below this, and the GER tracks supported on brick arches. The station was planned to be around {{convert|630|by|200|ft|abbr=on}} in area, with its main façade onto Liverpool Street and an additional entrance on Bishopsgate-Street (now called [[Bishopsgate]] and forming part of the [[A10 road (England)|A10]]). The main train shed was to be a two-span wood construction with a central void providing light and ventilation to the lower station, and the station buildings were to be in an [[Italianate]] style to the designs of the GER's architect.{{sfn|The Engineer|1865|loc=p. 266, col. 1}}

The line and station construction were authorised by the Great Eastern Railway (Metropolitan Station and Railways) Act 1864.{{sfn|Kellett|2007|p=52}}{{sfn|Rickards|1864|pp=954–956}} The station was built on a {{convert|10|acre|adj=on}} site previously occupied by the [[Bethlem Royal Hospital]], adjacent to [[Broad Street railway station (London)|Broad Street station]], west of Bishopsgate and facing onto Liverpool Street to the south. The development land was [[compulsory purchase|compulsorily purchased]], displacing around 3,000 residents of the parish of [[St Botolph-without-Bishopsgate]].{{sfn|Network Rail|2014|p=2}} Around 7,000 people living in tenements around Shoreditch were evicted to complete the line towards Liverpool Street, while the City of London Theatre and City of London Gasworks were both demolished.{{sfn|Jackson|1984|p=109}} To manage the disruption caused by rehousing, the company was required by the 1864 Act to run daily low-cost workmen's trains from the station.{{sfn|Kellett|2007|p=52}}

[[File:Engineer 1875-06-011 Liverpool street station, trainshed cross-section.jpg|thumb|Original trainshed cross-section (1875)]]
The station was designed by GER engineer [[Edward Wilson (engineer)|Edward Wilson]] and built by [[Lucas Brothers (company)|Lucas Brothers]]; the roof was designed and constructed by the Fairburn Engineering Company.{{sfn|Network Rail|2014|p=2}} The overall design was approximately [[Gothic Revival architecture|Gothic]], built using stock bricks and [[bath stone]] dressings. The building incorporated booking offices as well as the company offices of the GER, including chairman's, board, committee, secretary and engineers' rooms. The roof was spanned by four [[wrought iron]] spans, two central spans of {{convert|109|ft|abbr=on}} and outer spans of {{convert|46 and 44|ft|abbr=on}}, {{convert|730|ft|abbr=on}} in length over the eastern main lines, and {{convert|450|ft|abbr=on}} long over the local platforms;{{sfn|The Engineer|1875|loc=p. 403, cols 1 & 2}} the station had 10 platforms, two of which were used for main-line trains and the remainder for suburban trains.{{sfn|Campion|1987|pp=97–98}}

[[File:Liverpool Street Station 1896.jpg|thumb|left|Liverpool Street station, west elevation (1896)]]
The station was built with a connection to the sub-surface [[Metropolitan Railway]], with the platform sunk below ground level; consequently there are considerable gradients leaving the station.{{sfn|Burman|Stratton|2014|p=175}} The Metropolitan Railway used the station as a terminus from 1 February 1875 until 11 July 1875; their own underground station opened on 12 July 1875,{{sfn|Rose|2007}}{{sfn|ICE|1987|p=39}} and the Metropolitan Railway connection was closed in 1904.<ref name="nethis"/>

Local trains began serving the partially completed station from 2 October 1874,<ref name="virtualarchive">{{cite web |url=https://www.networkrail.co.uk/virtualarchive/liverpool-street/| title = Liverpool Street Station, London| work = Network Rail Virtual Archive|date = July 2012| publisher = Network Rail|archive-url=http://webarchive.nationalarchives.gov.uk/20150506201525/http://www.networkrail.co.uk/virtualarchive/liverpool-street| archive-date = 6 May 2015| url-status=live}}</ref> and it was fully opened on 1 November 1875,{{sfn|Smith|2001|p=177}} at a final cost of over £2&nbsp;million.{{sfn|Ackworth|1900|pp=410–411}} The original City terminus at Bishopsgate closed to passengers and was converted for use as a goods station from 1881. This continued until it was destroyed by fire in 1964.{{sfn|Smith|2001|p=176}}

The [[Great Eastern Hotel, London|Great Eastern Hotel]] adjoining the new Liverpool Street station opened in May 1884. It was designed by [[Charles Barry Jr.]] (son of the celebrated architect [[Charles Barry]] who designed the [[Houses of Parliament]]). Upon opening, it was the only hotel in the City of London. An extension called the Abercon Rooms was built in 1901, designed by [[Robert William Edis|Colonel Robert William Edis]]. The hotel includes the Hamilton Rooms, named after former GER chairman [[Lord Claud Hamilton (1843–1925)|Lord Claud Hamilton]].{{sfn|Network Rail|2014|p=1}}

====Expansion (1895)====
[[File:The Engineer 1894 (8 June) Liverpool Street Station extension (plan).jpg|thumb|500px|Ground plan of expanded station (1895). At the time, Liverpool Street had the most platforms of any London terminus station.]]
Although initially viewed as an expensive [[white elephant]],{{sfn|Kellett|2007|p=64}} within 10&nbsp;years the station was working at capacity (about 600 trains per day) and the GER was acquiring land to the east of the station for expansion.{{sfn|Ackworth|1900|pp=410–411}} An Act of Parliament was obtained in 1888 and work started in 1890 on the eastward expansion of Liverpool Street by adding eight new tracks and platforms.{{sfn|Smith|2001|p=177}}{{sfn|Campion|1987|p=98}} This gave the station the most platforms of any London terminus until [[London Victoria station|Victoria station]] was expanded in 1908.{{sfn|Weinreb|Hibbert|Keay|Keay|2008|p=491}}

The main station was extended about {{convert|230|ft|abbr=on}} eastwards; additional shops and offices were constructed east of the new train shed up to the parish boundary with Bishopsgate-Street Without.{{sfn|The Engineer|1894a|p=495, col. 2; Plan and cross section}} A new roof was built over the new construction.{{sfn|The Engineer|1894a|p=494}}{{sfn|The Engineer|1894b|p=515, col. 2}} The outer wall was constructed with [[Staffordshire blue brick]] and [[Ruabon bricks]].{{sfn|The Engineer|1894d|p=314, col. 2}} The four train shed roofs were carried out by Messrs. [[Handyside and Co.]], supervised by a Mr Sherlock, the resident engineer; all the foundations, earthwork and brickwork were carried out by [[Mowlem|Mowlem & Co]]. Electric power (for lighting) was supplied from an engine house north of the station.{{sfn|The Engineer|1894c|p=560, col. 2}} Additional civil works included three iron bridges carrying road traffic over the railway on Skinner, Primrose and Worship Streets.{{sfn|The Engineer|1894b|p=515, col. 1}} The bridge ironwork was supplied and erected by the [[Horseley Ironworks|Horseley Company]].{{sfn|The Engineer|1896a|p=414, col. 3}}{{sfn|The Engineer|1896b|p=188, col. 2}}{{sfn|The Engineer|1897|p=215, col. 3}} John Wilson was chief engineer, with [[W. N. Ashbee]] as architect.{{sfn|Smith|2001|p=177}} As part of the works, the GER was obliged by Parliament to rehouse all tenants displaced by the works, with 137 put into existing property and the remaining 600 into tenements constructed at the company's expense.{{sfn|Jackson|1984|p=114}}

By the turn of the 20th century, Liverpool Street had one of the most extensive suburban rail services in London, including branches to {{rws|Southend Victoria}} and [[Woodford tube station|Woodford]], and was one of the busiest in the world. In 1912, around 200,000 passengers used the station daily on around 1,000 separate trains.{{sfn|Jackson|1984|p=119}}

====First World War and memorials (1917–1922)====
[[File:War_Memorial_at_Liverpool_Street.jpg|thumb|The 1922 [[Great Eastern Railway War Memorial]]]]
[[Operation Turkenkreuz]], the initial [[World War I|First World War]] biplane air raid on London, took place on 13 June 1917, when 20 [[Gotha G.IV]] bombers attacked the capital. The raid struck a number of sites including Liverpool Street. Seven tons of explosives were dropped on the capital, killing 162 people and injuring 432.{{sfn|Murphy|2005|p=66}}{{sfn|Sokolski|2004|pp=19–20}} Three bombs hit the station, of which two exploded, having fallen through the train shed roof, near to two trains.{{sfn|Hanson|2008|pp=126–127}} One of these hit a carriage on a train about to depart, another hit carriages used by army doctors; the death toll at the station itself was 16 dead and 15 injured.<ref>First Blitz http://www.iancastlezeppelin.co.uk/13-jun-1917/4593903795 {{Webarchive|url=https://web.archive.org/web/20200929153742/http://www.iancastlezeppelin.co.uk/13-jun-1917/4593903795 |date=29 September 2020 }}</ref> It was the deadliest single raid on Britain during the war.<ref>{{cite web|url=http://www.nationalarchives.gov.uk/pathways/firstworldwar/spotlights/airraids.htm|title=First World War – Spotlights on history|publisher=National Archives|access-date=25 August 2016}}</ref>

Over 1,000 GER employees who died during the war were honoured on a large marble memorial installed in the booking hall, unveiled on 22 June 1922 by [[Sir Henry Wilson, 1st Baronet|Sir Henry Wilson]]. On his return home from the unveiling ceremony, Wilson was assassinated by two [[Irish Republican Army (1922–1969)|Irish Republican Army]] members. He was commemorated by a memorial plaque adjoining the GER monument, unveiled one month after his death.<ref name="times19220623">{{cite news |title= Sir H. Wilson murdered. Shot on his doorstep. Two Irishmen captured. Running fight in London. |work=The Times |location =London |date=23 June 1922 |page=10}}</ref><ref>{{cite web | archive-url=https://web.archive.org/web/20020929194752/http://www.york.ac.uk/inst/irs/irshome/archive/006-090102.htm | archive-date = 29 September 2002| url-status = live|url=http://www.york.ac.uk/inst/irs/irshome/features/readings/archive/remembrance.htm| page = 131|title = Lest We Forget ( The Great Eastern Railway Magazine June 1922)| work =What the papers said – excerpts from the railway press from the 1840s to the 1990s |publisher = Institute of Railway Studies and Transport History}}</ref> The GER memorial was relocated during the modification of the station and now incorporates both the Wilson and Fryatt memorials, as well as a number of railway related architectural elements salvaged from demolished buildings.{{sfn|Network Rail|2014|p=1}}

The station also has a plaque commemorating mariner [[Charles Fryatt]] who was executed in 1916 for ramming a German U-boat with the GER steamer ''[[SS Brussels]]''.{{sfn|Network Rail|2014|p=1}}<ref>{{cite web |url=http://www.york.ac.uk/inst/irs/irshome/features/readings/readings.htm| title = The case of Captain Fryatt| date = June 2003 |archive-url=https://web.archive.org/web/20131224175942/http://www.york.ac.uk/inst/irs/irshome/features/readings/readings.htm|archive-date=24 December 2013 | work = Institute of Railway Studies and Transport History – Railway readings| url-status = live}}</ref>

===="Big Four" (1923–1945)====
By the early 1900s, the success of deep-bore electric trains on the Underground suggested that local services out of London could also be electrified. Following the war, the GER needed more capacity out of Liverpool Street as it was at capacity (serving almost 230,000 passengers daily in 1921), but they could not afford electrification.{{sfn|Jackson|1984|p=119}} They considered high-powered and high-tractive steam locomotives including the [[GER Class A55]] as a possible alternative, but these were rejected because of high track loadings.{{sfn|Duffy|2003|loc = 6.1. The Great Eastern Railway and the Liverpool Street Station experiment, pp. 73–5}}

An alternative scheme was introduced, using a combination of automatic signalling and modifications to the layout at Liverpool Street. The station introduced coaling, watering, and other maintenance facilities directly at the station, as well as separate engine bays and a modified track and station layout that reduced turnaround times and increased productivity.{{sfn|Duffy|2003|loc = 6.1. The Great Eastern Railway and the Liverpool Street Station experiment, pp. 73–5}}<ref>{{cite journal | title = GER The Last Word in Steam Operated Suburban Train Services| journal = Railway Gazette| date = 1 October 1920}}</ref> Services began on 2 July 1920 with trains to [[Chingford railway station|Chingford]] and [[Enfield Town railway station|Enfield]] running every 10 minutes. The cost of the modifications was £80,000 compared to an estimated £3&nbsp;million for electrification.{{sfn|Stratton|Trinder|2000|p=163}} The service was officially called the Intensive Service (as it allowed a 50% increase in capacity on peak services), but became popularly known as the Jazz Service.{{sfn|Jackson|1984|p=119}} It lasted until the General Strike of 1926, following which services generally declined.{{sfn|Jackson|1984|p=122}}

The GER amalgamated with several other railways to form the [[London and North Eastern Railway]] (LNER) as part of the [[1923 Grouping|reorganisation of railway companies in 1923]]. Liverpool Street came under ownership of the LNER, and suffered from a general lack of attention and neglect throughout the 1930s.{{sfn|Jackson|1984|p=123}}

=====Station staff 1935=====
The station master in 1935 was H C R Calver and he had 395 staff under him with his direct reports, including ticket office, parcels staff, signalmen, platform inspectors and porters. Of this number, 75 were passed for fogging duties for when additional staff were required for safe operation of trains in [[Pea soup fog|foggy]] conditions.

In addition to this there were many other staff employed at the station on a variety of duties including policemen (uniformed and plain clothes), locomotive staff, permanent way staff, carriage and wagon examiners, steam heat examiners, electric and gas examiners, telegraph staff, linemen, signal fitters, Goods Manager's Despatch Office staff, outside porters, hotel porters, staff from the continental office and GPO staff.

The former headquarters building of the GER (still a railway office in 1935) was adjacent to Liverpool Street and some departments in that building also had roles in the operation of the station.

Further to that the newspaper companies provided their own staff to load newspaper trains.<ref>{{cite journal |last1=Calver |first1=H C R |title=Liverpool Street 1935 Part 1 |journal=Ipswich Transport Society Journal |date=December 1979 |volume=183 }}</ref>{{efn|H C R Calver gave a talk to a meeting of the L.N.E.R. (London) Lecture & Debating Society on 6 December 1935. The material in this section and below was part of that talk.}}

=====Signal box operation 1935=====
In 1935 the approaches to Liverpool Street and the station itself, were controlled by seven signal boxes, which fell under the responsibility of the Liverpool Street station master. The boxes were:
* '''East London Junction''' - this was primarily for traffic to and from the [[East London Line]] and in 1935 a route onto the Southern Railway via [[Whitechapel railway station|Whitechapel]] 
* '''Bishopsgate North''' - this box controlled the suburban line only; it was situated on the former (closed 1916) [[Bishopsgate (Low Level) railway station|Bishopsgate Low Level]] down suburban platform.
* '''Bishopsgate South''' - stood on the former Down Local platform of [[Bishopsgate (Low Level) railway station|Bishopsgate Low Level]] and controlled traffic on the Local and Through lines. 
* '''Liverpool Street West''' - was the controlling box for the station working. All trains were block signalled, irrespective of whether they were running into the west or east side of the station. The box had 203 active levers and 37 spare and during the busiest period of the day there were six signalmen on duty along with a telephone and booking lad. A train to Liverpool Street East Box would be block signalled from the West box.
* '''Liverpool Street East''' - situated at the country end of Platform 11; it had 127 active and 9 spare levers, and controlled traffic passing on or off the Local or Through lines, into or out of platforms 11 to 18. Departing trains would be despatched to the west box.
* The remaining two signal boxes were platform boxes whose purpose was to electrically lock a platform out when a train had arrived in it. The platform would not be freed (so other trains could not be routed into it) until all the vehicles brought into it were cleared and the platform was again ready for another train to be accepted. These boxes were located at the country ends of Platform 4/5 and 14/15.<ref>{{cite journal |last1=Calver |first1=H C R |title=Liverpool Street 1935 Part 2 |journal=Ipswich Transport Society Journal |date=February 1980 |volume=185}}</ref>

=====Second World War=====
Thousands of Jewish refugee children arrived at Liverpool Street in the late 1930s as part of the ''[[Kindertransport]]'' rescue mission to save them in the run up to the [[World War II|Second World War]]. The Für Das Kind Kindertransport Memorial sculpture by artist Flor Kent was installed at the station in September 2003 commemorating this event. It consisted of a specialised glass case with original objects and a bronze sculpture of a girl, a direct descendant of a child rescued by [[Nicholas Winton]], who unveiled the work.<ref>{{cite news|author=Rothenberg, Ruth |url=http://website.thejc.com/home.aspx?AId=18059&ATypeId=1&search=true2&srchstr=+%2Bkindertransport+&srchtxt=0&srchhead=1&srchauthor=0&srchsandp=0&scsrch=0 |work=The Jewish Chronicle |location=London |date=19 September 2003 |archive-url=https://web.archive.org/web/20160921152720/http://website.thejc.com/home.aspx?AId=18059&ATypeId=1&search=true2&srchstr=%2B%2Bkindertransport%2B&srchtxt=0&srchhead=1&srchauthor=0&srchsandp=0&scsrch=0 |archive-date=21 September 2016 |title=Kindertransport statue unveiled |url-status=dead }}</ref> The objects included in the sculpture began to deteriorate in bad weather,<ref>{{cite news|url=http://website.thejc.com/home.aspx?AId=40954&ATypeId=1&search=true2&srchstr=%20%20kindertransport%20&srchtxt=0&srchhead=1&srchauthor=0&srchsandp=0&scsrch=0|title=Kindertransport monument derailed at Liverpool Street|work=[[The Jewish Chronicle]]|date=8 December 2005|archive-url=https://web.archive.org/web/20161110044045/http://website.thejc.com/home.aspx?AId=40954&ATypeId=1&search=true2&srchstr=%20%20kindertransport%20&srchtxt=0&srchhead=1&srchauthor=0&srchsandp=0&scsrch=0|archive-date=10 November 2016}}</ref> and a replacement bronze memorial, ''[[Kindertransport – The Arrival]]'' by [[Frank Meisler]] was installed as a replacement at the main entrance in November 2006.<ref>{{cite news|url=http://www.ajr.org.uk/index.cfm/section.journal/issue.Nov06/article=711 |title=New Kindertransport statue installed |work=The Association of Jewish Refugees |date=November 2006 |archive-url=https://web.archive.org/web/20170202005243/http://www.ajr.org.uk/index.cfm/section.journal/issue.Nov06/article%3D711 |archive-date=2 February 2017 |url-status=dead }}</ref> The child statue from the Kent memorial was re-erected separately in 2011.<ref>{{cite web|url=http://www.iwm.org.uk/memorials/item/memorial/54206|title=Kindertransport Sculpture|publisher=Imperial War Museum collections|access-date=9 November 2016}}</ref>

During the war, the station's structure sustained damage from a nearby bomb, particularly the Gothic tower at the main entrance on Liverpool Street and its glass roof.<ref>{{cite web|url=http://www.20thcenturylondon.org.uk/liverpool-street-station|title=Liverpool Street Station|website=20th Century London|access-date=25 August 2016|archive-date=2 February 2017|archive-url=https://web.archive.org/web/20170202001516/http://www.20thcenturylondon.org.uk/liverpool-street-station|url-status=dead}}</ref>

As a precautionary measure the large and weighty West Side hanging clock was brought down to platform level and served as an enquiry office for the duration of the war.<ref>{{cite book |last1=Hawkins |first1=Chris |title=Great Eastern in town and country Volume 2 |date=1991 |publisher=Irwell Press |location=Pinner,UK |isbn=1-871608-25-2 |page=25}}</ref>

====Nationalisation (1946–91)====
[[File:Liverpool Street – 20180308 152347 (40650187682).jpg|thumb|Interior view of the station]]
After the formation of the [[London Passenger Transport Board]] in 1933, work to electrify the line from Liverpool Street to [[Shenfield railway station|Shenfield]] began in association with the LNER.{{sfn|Duffy|2003|p=271}} Progress had been halted by the war but work resumed after the end of hostilities. The line between Liverpool Street and [[Stratford station|Stratford]] was electrified from 3 December 1946, and the full electrification of the Shenfield line at 1500{{nbsp}}V DC was completed in September 1949.{{sfn|Duffy|2003|p=271}}<ref name="Cowley 1987 11">{{cite book |last=Cowley |first=Ian |title=Anglia East |date=1987 |publisher=David & Charles |location=Newton Abbot |pages=11 |isbn=9780715389782}}</ref> At the same time, electrification of [[London Underground]] services in Essex and in northeast and east London led to the withdrawal of some services from Liverpool Street, being replaced with LU operations. Electrification continued with the line to [[Chingford railway station|Chingford]] electrified by November 1960.{{sfn|Powell|1966|pp=47–63}} In 1960-61 conversion of the 1500{{nbsp}}V DC route to Shenfield which had been extended to Southend and Chelmsford was converted to 6.25{{nbsp}}kV AC.<ref name="Cowley 1987 11"/>

[[File:LiverpoolStreetStation(ChristineMatthews)May2003.jpg|thumb|upright|The [[split-flap display]] board, which was replaced in 2007]]
In 1973 the [[British Railways Board]], [[London Transport Executive (GLC)|London Transport Executive]], [[Greater London Council]] and the [[Department of the Environment]] produced a report examining the modernisation of London transport. It recommended high priority given to reconstructing Liverpool Street and Broad Street stations and recommended financing this through [[property development]] on the site.{{sfn|Campion|1987|p=99}} Liverpool Street had a number of design and access issues, many of which derived from the 1890 extension which had effectively created two stations on one site, with two [[concourse]]s linked by walkways, booking halls, and inefficient traffic flows within the station. Additionally the rail infrastructure presented limitations; only seven of the platforms could accommodate 12-carriage trains, and the track exit layout was a bottleneck.{{sfn|Campion|1987|loc=pp. 98–99, sections 6, 9–12}} In 1975 British Railways announced plans to demolish and redevelop both stations.<ref>{{cite journal |journal = The Illustrated London News| volume = 263| issue=2| page =22| title = Window on the World}}</ref> The proposed demolition met considerable public opposition and prompted a campaign led by the [[Poet Laureate]] [[John Betjeman|Sir John Betjeman]], leading to a [[public inquiry]] from November 1976 to February 1977.{{sfn|Thorne|1978|p=7}}

In autumn 1980 conversion of the overhead electrification from 6.25{{nbsp}}kV [[alternating current|AC]] to the standard supply of 25{{nbsp}}kV AC.<ref>{{cite book |last=Cowley |first=Ian |title=Anglia East|date=1987 |publisher=David & Charles |location=Newton Abbot |pages=59 |isbn=9780715389782}}</ref> The inquiry recommended that the western (1875) train shed roof should be retained in new development; consequently it was repaired and reinforced between 1982 and 1984, followed by repairs to the main roof completed in 1987.{{sfn|Campion|1987|p=105-106}} Initial plans included adding two additional tracks, with 22 platforms in a layout similar to that of [[London Waterloo station|Waterloo station]]; the combined Broad Street and Liverpool Street station was to be at the level of the latter, with relatively low-rise office developments.{{sfn|Campion|1987|loc=p. 102, sections 20–23}} The development was reassessed in 1983/4, when it was decided to retain the existing six-road exit throat and 18-platform layout, in combination with resignalling; this resulted in a station confined to the Liverpool Street site, with ground space released for development.{{sfn|Campion|1987|loc=pp. 106–107, section 37-40}} British Railways signed an agreement with developers Rosehaugh Stanhope in 1985, and work on the office development, known as [[Broadgate]], began.{{sfn|Campion|1987|loc=pp. 106–107, section 40}}

Railway work included the construction of a short link from the [[North London Line]] to the Cambridge main line, allowing trains that had previously used Broad Street to terminate at Liverpool Street.{{sfn|Campion|1987|loc=p. 107, section 43}} The station was reconstructed with a single concourse at the head of the station platforms, and entrances from Bishopsgate and Liverpool Street, as well as [[Liverpool Street bus station|a bus interchange]] in the south west corner.{{sfn|Campion|1987|loc=p. 109, Fig. 4}} The Broadgate development was constructed between 1985 and 1991, with {{convert|330000|m2|abbr=on}} of office space on the site of the former Broad Street station and above the Liverpool Street tracks.{{sfn|Sutcliffe|2006|pp=204–5}} Proceeds from the Broadgate development were used to help fund the station modernisation.{{sfn|Campion|1987|p=97}}

In 1988, [[The Arcade, Liverpool Street|The Arcade]] above the underground station on the corner of Liverpool Street and Old Broad Street was due to be completely demolished by London Regional Transport and MEPC, who wanted to develop the site into a five-storey block of offices and shops. More than 6,000 people signed a petition to "Save the Arcade", and the historic Victorian building still stands today.<ref>{{cite web|title=Petition addressed to the Lord Mayor, Aldermen and Commons of the City of London, requesting them to do all in their power to preserve the arcade & surrounding buildings at Liverpool Street and to oppose any redevelopment and to endeavour to have these buildings listed as of historic interest for the City and its heritage|publisher=Corporation of London Record Office|url=http://discovery.nationalarchives.gov.uk/details/rd/191874e4-1320-4d91-ae86-af7f917fd0a5|date=1988}}</ref> The campaign against the development was led by Graham Horwood, who owned an employment agency within the Arcade at the time.<ref>{{cite web|url=http://www.taichi-horwood.com/uncategorized/liverpool-street-arcade-still-standing/|title=Liverpool Street Arcade Still Standing... – Tai Chi Chuan|date=30 April 2015}}</ref>

In 1989, the first visual display unit-controlled signalling operation on British Rail (known as an [[Integrated Electronic Control Centre]]) became operational at Liverpool Street.<ref>{{cite conference | title = New generation signalling control centre| work = International Conference on Main Line Railway Electrification| date = 28 September 1989|publisher = Institution of Electrical Engineers| pages=317–321| first1 = F.F.| last1 = Beady| first2= P.J.N.|last2= Bartlett}}</ref>

[[File:Rebuilt Liverpool Street station plaque.jpg|thumb|left|Plaque commemorating the opening of the rebuilt station in 1991]]
The redeveloped Liverpool Street was officially opened by [[Elizabeth II|Queen Elizabeth II]] on 5 December 1991.<ref>{{cite news |newspaper = The Times |location= London |date=6 December 1991| issue = 64196| pages = 4, 19|title = Main line Masterpiece}}</ref> At that time a giant departures board was installed above the concourse; it was one of the last remaining mechanical [[split-flap display|'flapper' display]] boards at a British railway station until its replacement in November 2007.<ref>{{cite news|url=http://www.networkrailmediacentre.co.uk/news/last-of-the-flapper-boards-depart-liverpool-st|title=Last of the Flapper Boards depart Liverpool Street|work=Network Media News|date=7 November 2007|access-date=25 August 2016}}</ref>

====Recent history and privatisation (1991–present)====
[[File:Twinning plaque at Liverpool Street station.jpg|thumb|A plaque commemorating the twinning of Liverpool Street and [[Amsterdam Centraal railway station|Amsterdam Centraal]] stations]]
In 1991, an additional entrance was constructed on the east side of [[Bishopsgate]] with a [[Subway (underpass)|subway]] under the road.{{sfn|Biddle|2016|p=180}} The station was "twinned" with [[Amsterdam Centraal railway station]] on 2 December 1993, with a plaque marking this close to the entrance to the Underground station.<ref>{{cite magazine |magazine=The Railway Magazine|volume=140|year=1994|publisher=IPC|page=13|url=https://books.google.com/books?id=Dx9WAAAAMAAJ |title=The Railway Magazine }}</ref>

The station was badly damaged on 24 April 1993 by the [[1993 Bishopsgate bombing|Bishopsgate bombing]] and was temporarily closed as a result.<ref>{{cite news |url=https://www.independent.co.uk/news/the-bishopsgate-bomb-one-bomb-pounds-1bn-devastation-man-dead-after-city-blast--two-more-explosions-late-last-night-1457397.html| title = The Bishopsgate Bomb: One bomb: pounds 1bn devastation: Man dead after City blast – Two more explosions late last night| date = 25 April 1993 |newspaper=The Independent }}</ref><ref>{{cite news |newspaper = The Times| title = Taxpayers foot IRA bomb bill| date = 26 April 1993| issue = 64628| at = p. 1, col. 1| first1 = Philip| last1 = Webster| first2 = Jonathan| last2= Prynn| first3 = Jamie| last3 = Dettmner| first4 = Richard| last4 = Ford}}</ref> About £250,000 of damage was caused to the station, primarily to the glass roof. The station re-opened on 26 April 1993.<ref>{{cite news | title = Liverpool St. reopens |newspaper = The Times| issue = 64368| page =2| date = 16 April 1993}}</ref><ref>{{cite news | title = Shattered City defies the bombers |newspaper = The Times| issue = 64628| page =40| date = 26 April 1993|first = Neil| last = Bennett}}</ref>

In 2013, during excavation work for the [[Crossrail]] project, a {{convert|2|acre|1|adj=on}} mass burial ground dating from the 17th century was uncovered a few feet beneath the surface at Liverpool Street, the so-called Bedlam burial ground or [[New Churchyard]]. It contained the remains of several hundred people and it is thought that the interments were of a wide variety of people, including plague victims, prisoners and unclaimed corpses.<ref>{{cite news |url=https://www.standard.co.uk/news/london/crossrail-dig-unearths-ancient-burial-site-under-liverpool-street-station-8751957.html |title = Crossrail dig unearths ancient burial site under Liverpool Street station |newspaper = London Evening Standard| date = 8 August 2013| first = Mark| last = Blunden}}</ref> A 16th-century gold coin, thought to have been used as a sequin or pendant, was also found.<ref>{{cite news |url=http://metro.co.uk/2013/08/08/crossrail-project-unearths-prehistoric-workshop-and-16th-century-burial-ground-3917415/| title = Crossrail project unearths prehistoric workshop and 16th-century burial ground| first = Hayden| last = Smith| date = 8 August 2013 |newspaper=Metro }}</ref> In early 2015 full scale excavation of the burials began, then estimated at 3,000 interments.<ref>{{cite news |url=https://www.telegraph.co.uk/news/uknews/road-and-rail-transport/11459474/Plague-pit-with-3000-skeletons-uncovered-at-new-Liverpool-Street-station-ticket-hall.html| archive-url=https://web.archive.org/web/20150309223203/http://www.telegraph.co.uk/news/uknews/road-and-rail-transport/11459474/Plague-pit-with-3000-skeletons-uncovered-at-new-Liverpool-Street-station-ticket-hall.html| url-status = dead| archive-date = 9 March 2015| title = Plague pit with 3,000 skeletons uncovered at new Liverpool Street station ticket hall |date = 9 March 2015| newspaper = The Daily Telegraph }}</ref>

[[File:Elizabeth line entrance, Liverpool Street station - 2022-06-03.jpg|thumb|The Elizabeth line entrance at Liverpool Street]]
In advance of the full opening of the [[Elizabeth line]], precursor operator [[TfL Rail]] took over from [[Greater Anglia (train operating company)|Greater Anglia]] the Liverpool Street-Shenfield stopping "metro" service from 2015.<ref name=tfl_rail>{{cite news|url=https://www.theguardian.com/uk-news/2015/may/29/neglected-rail-services-london-tfl-overground|title=Clean, reliable and integrated: all change for neglected rail services in London|newspaper=The Guardian|date=29 May 2015|access-date=29 August 2016}}</ref> At the same time, services on the [[Lea Valley Lines]] out of Liverpool Street to Enfield Town, Cheshunt (via Seven Sisters) and Chingford transferred to [[London Overground]].<ref>{{cite news|url=http://londonist.com/2013/07/tfl-confirms-takeover-of-west-anglia-rail-services|title=TfL Confirms Takeover of West Anglia Rail Services|work=[[The Londonist]]|date=19 August 2015|access-date=29 August 2016}}</ref> The central section of the Elizabeth line opened on 24 May 2022 between Paddington and Abbey Wood.<ref>{{cite news |title=Elizabeth line: Delayed £18bn Crossrail finally opens |url=https://www.bbc.co.uk/news/live/uk-england-london-61507125 |access-date=24 May 2022 |work=BBC News |language=en-gb}}</ref> The Elizabeth line platforms are to the south-west of the existing tube station building.<ref name="opening-es" /> A new ticket hall with [[Accessibility|step-free access]] opened next to the Broadgate development, with links to the existing Underground station, and a pedestrian link via the new platforms to the ticket hall of {{stn|Moorgate}}, providing direct access to London Underground's [[Northern line]] and the National Rail [[Northern City Line]] at Moorgate. Thus, Liverpool Street appears on the [[Tube map]] as an interchange with Moorgate, similarly to {{lus|Bank}} and {{lus|Monument}}.<ref>{{cite web |date=17 July 2015 |title=Crossrail, As It May Appear on the Tube Map |url=http://londonist.com/2010/11/crossrail_as_it_will_appear_on_the |access-date=14 September 2016 |publisher=The Londonist}}</ref>