The main entrances to the station, fronting on to Cannon Street, taken 4th January 2003. This is where the City Terminus Hotel once stood, being demolished in 1963 when it was functioning as offices. There is a side entrance in Dowgate Hill (far side of station) and an internal connection to the Underground station, so it is possible to enter and leave the main line station through the Underground entrance as well.

photograph by David Glasspool

London's Cannon Street has seen many changes of its structure and appearance since its opening on 1st September 1866. The only obvious original part of Cannon Street Station still in existence are the two huge towers either side of the platforms, along with the original side walls (all of which are listed). The original trainshed roof was removed in the late 1950's due to extensive World War II bomb damage and the platforms lost their weather protection as a result. The current six storey office block seen above the station today was constructed in the late 1980's and gives platforms underneath it a rather claustrophobic feel about them. The station had a very similar hotel to Charing Cross Station at the rear, although it was never as successful and subsequently does not survive today. The station is a contrast between "totally functional" and "interestingly historic", due to the totally different designs combined. There are currently seven platforms in use.

Cannon Street is a principally a rush hour station and for many years was closed during non-peak hours though today off-peak services operate once again, albeit many are just a shuttle to and from London Bridge where passengers change to or from Charing Cross trains. Kent Networker Units (Classes 465 / 466) are usually stationed at Cannon Street overnight, especially on the Sunday, from where they can then make their journey directly to specific stations on the line, or as ECS to Charing Cross Station using the single track which directly links it with Cannon Street.

Back in the 19th century it was frequently the case that trains from Kent to Charing Cross would travel via Cannon Street. Complaints about the delay caused whilst reversing the train, coupled with competition from other forms of transport, led to this practice being abolished. Then, during the 1980s, the double track line out of Cannon Street and towards Charing Cross was singled since when it has been used mainly for shunt movements.

In the early 1990s the station layout was modified considerably to allow 12 car Networkers to access any platform whereas previously only the main line platforms had been able to accommodate full length trains. The most obvious result to the travelling public was the reduction of the number of platforms from eight to seven, which in itself poses an interesting question. All the eight platforms were rebuilt to the new length but platform one couldn't have its track extended as the narrowing of the bridge at the station throat was too great. Having expected to see the bridge widened to accommodate this road the interested passenger saw, instead, the road abandoned, the platforms renumbered, the edge of the old platform one fenced off and a "Portacabin" style building erected approximately a third of the way down the old platform one trackbed. The question is, did someone make a big mistake and not allow for the narrowing of the station throat when planning the extended platforms? If it was planned from the start to abandon the old platform one, why was the platform edge rebuilt?

The irony of it all is job losses in the City of London had a knock-on effect on the number of passengers which resulted in there no longer being a need for 12 car networkers. The extended platforms still handle trains of up to just ten cars!

Close up of the towers on 27th December 2002. The large indent visible on the right indicates where the old trainshed structure used to "slot in".

photograph by David Glasspool

Lines going out from London Cannon Street, 27th December 2002. The lines go left to London Bridge and right to Metropolitan Junction (and on towards Charing Cross Station), literally forming a turning triangle. Since the steam heyday the lines which create the triangle have been reduced, seeing only a single track now leading from Cannon Street to Charing Cross (Seen going off towards the right). The tracks on the far right are sidings.

photograph by David Glasspool

Close up of the right tower, 27th December 2002. Once again, the large indent visible on the right indicates where the old trainshed structure used to "slot in".

photograph by David Glasspool

The bridge carrying the lines over the River Thames photographed on 4th January 2003. The bowed south façade of the modern office block built above the station can just be seen. The ends of the platforms (hidden by the bridge sides) are over the water to the right of the tower on the left. The structure in the foreground is a crane used by a refuse depot!

photograph by David Glasspool

The Dowgate Hill side of the station on 4th January 2003, showing how Upper Thames Street runs under the platforms. Note that the original wall structure was shortened considerably to accommodate the new office block structure above the station. Just to the left of the picture is the main entrance to this office block, "Cannon Bridge", which has a pleasant roof garden above it. Underneath the arches are several small businesses and "Cannons", a city gym club. On the opposite side of the station was the entrance to "St Andrew Golf Club", maybe the only one-hole golf club but almost certainly the only one beneath a railway station! It has now moved, however, to Allhallows Lane.

photograph by David Glasspool