April 1941. The SR offered the LNC the temporary use of platform 11 or 12 of Waterloo station to allow the service to be continued, but refused to allow the LNC to continue to sell cheap tickets to visitors travelling to and from the cemetery stations other than those involved in a funeral that day, meaning those visiting the cemetery had little reason to choose the LNC's irregular and infrequent trains over the SR's fast and frequent services to their own Brookwood railway station. The LNC attempted to negotiate a deal by which bona fide mourners could still travel cheaply to the cemetery on the 11.57 am service to Brookwood (the SR service closest to the LNC's traditional departure time), but the SR management (themselves under severe financial pressure owing to wartime constraints and damage) refused to entertain any compromise. Closure In September 1945, following the end of hostilities, the directors of the LNC met to consider whether to rebuild the terminus and reopen the London Necropolis Railway. Although the main line from Waterloo to Brookwood had remained in use throughout the war and was in good condition, the branch line from Brookwood into the cemetery had been almost unused since the destruction of the London terminus. With the soil of the cemetery causing the branch to deteriorate even when it had been in use and regularly maintained, the branch line was in extremely poor condition. Although the original promoters of the scheme had envisaged Brookwood Cemetery becoming London's main or only cemetery, the scheme had never been as popular as they had hoped. In the original proposal, Sir Richard Broun had calculated that over its first century of operations the cemetery would have seen around five million burials at a rate of 50,000 per year, the great majority of which would have utilised the railway. In reality at the time the last train ran on 11 April 1941, almost 87 years after opening, only 203,041 people had been buried in the cemetery. Before the outbreak of hostilities increased use of motorised road transport had damaged the profitability of the railway for both the LNC and the SR. Faced with the costs of rebuilding the cemetery branch line, building a new London terminus and replacing the rolling stock damaged or destroyed in the air raid, the directors concluded that "past experience and present changed conditions made the running of the