A post hung on a horse brass. This post enables you to follow the trail of the internet explorations that this item inspired me to carry out.
I have recently been given this horse brass:
A combination of my knowledge of geography, the name of the railway company at the top of the brass and the fact that the locomotive depicted is a Great Western Railway one told me that this railway was located in the county of my birth – Gloucestershire. This was sufficient for me to look further…
THE DEAN FOREST RAILWAY TODAY
Today the Dean Forest Railway is a heritage railway, but through tickets valid on it can be bought on ordinary railways. They have a websitewhich looks very detailed to me.
It would seem that if you are based anywhere close to west Gloucestershire this railway can offer you an excellent day out.
MORE ABOUT THE
DEAN FOREST RAILWAY
There is a very detailed Wikipediaentry about this railway, which started its railway existence (it was a tramway before then) as the Severn and Wye Valley Railway in 1868, and entered its current phase of existence in 1971.
THE HORSE BRASS FULL GALLERY
Here are the photographs I have of this item, ending with a picture of it in its current place:
Those of you who have read my post about James and Sons’ First Ever Three Day Auction will recall that after missing out on lot 141 I was successful on lot 789 on day 2. I have now been through the boxful of cards and the remainder of this post will outline what I found.
WHAT EVERYONE SAW
The description read “Locomotives – quantity in OXO tin, mostly VG to EX. The official images were:
THE FULL ANALYSIS
The total range of locomotives covered by this series of cards is only 24, there are 147 individual cards in the tin, plus a stray cigarette card that slipped in there. I am not complaining about duplicates because the circumstances in which these cards were issued makes each one unique, even though many display the same .locomotives.
THE LONDON PASSENGER TRANSPORT BOARD (LPTB)
There was only one of their locomotives in the collection, and it appears six times. The remaining images are shown in ’tiled mosaic’ form – click on individual pic to view at full size.
THE GREAT WESTERN RAILWAY (GWR)
Five different samples of rolling stock, and a total of 27 cards, constituted as follows: Lulworth Castle x 6, Diesel Car x 7, County of Middlesex x 6, King George V x 3, Garth Hall x 5.
SOUTHERN RAILWAY (SR)
Not to be confused with todays #SouthernFail, this set featured six locomotives and a total of 30 cards, constituted as follows:
London-Paris Boat Train x 1, Q Class Goods Locomotive x 8, Lord Nelson x 3, West Country Class “Bude” x 3, Merchant Navy Class “Channel Packet” x 7, Schools Class “Radley” x 8.
LONDON, MIDLAND & SCOTTISH (LMS)
Six locomotives featured, 39 cards in total, constituted as follows: The Glasgow Highlander x 8, The Duchess of Sutherland x 6, The City of Birmingham x 7, Royal Scots Fusilier x 8, City of Edinburgh x 6, JP Class Turbine Locomotive x 4.
THE LONDON AND NORTH EASTERN RAILWAY (LNER)
Six locomotives featured for this railway, accounting for 45 cards, constituted as follows: B Class “Roederer” x 9, LI Class no 9000 x 6, Mixed Traffic Electric Locomotive x 7, Edward Thompson x 10, A4 Class Mallard x 7, Beyer-Garratt Locomotive no 9999 x 6.
The black sheep of my newly acquired collection is no 42 in a 48 card series of Army Badge cigarette cards:
This is a very intriguing collection of cards, and a most worthy addition to my collection of railwayana. Here is one final image showing the collection in its box post sorting:
An account of James and Sons auction on March 3oth and 31st, with some other stuff at the end.
As the main part of this post, about James and Sons’March auction (I am also sharing a few other bits at the end) develops it will become obvious why I am doing it now as one big post, and why I have posted very little these last few days.
PART 1: THE PRELIMINARIES (TUESDAY)
With the auction scheduled for Wednesday 30th (lots 1-699) and Thursday 31st (Lots 700-1051) the setup at the venue (The Prince of Wales Suite, Fakenham Racecourse) had to be accomplished on the Tuesday. This day did not require any earlier start than a regular work day would, and although a lot of heavy lifting was involved (a thousand plus lot auction, four people fit to do serious carrying) it was less draining than the other two days.
PART TWO: DAY 1 (WEDNESDAY)
I had to be at the venue by 8AM, which meant leaving my flat at 6:30AM to be sure of catching the 6:50 bus, to make sure that the IT setup was working and to assist with the viewing the precedes the sale. A couple of technical hitches at the start aside the day went smoothly. There were some great successes, although the flag that we had hoped would raise serious money did not attract a bid high enough to warrant selling it. The books tanked, as anyone with any experience of books at auction would have expected. Lot 466 fell to me, and lot 494, five volumes on Buildings of Scotland, found its way to East Rudham. Here are some pictures from day 1 at the venue…
This was still in the sky when I left my flat on the Wednesday morning!
Not one of ours – one the racecourse’s own pictures)
The view from the rostrum
The rostrum before the auction started.
This shell has been interestingly decorated, although it would still have looked better when it was on a turtle’s back.
A building frontage in Bridge Street, Fakenham that I had not previously noticed.
After the sale had concluded it was time to get the unsold lots from day 1 back to the shop (and they had to go on the top floor of the shop, including four plastic tubs full of back issues of Private Eye magazine). Then finally, work was done for the day.
PART THREE: DAY 2 (THURSDAY)
Fortunately I was able to set off an hour later than on the first day as although I would still have to do some preliminary IT stuff there were unlikely to be many viewers present (and indeed there weren’t). The internet was still very lively however, and a number of the early commemorative and proof coins on this second day sold exceptionally well. The stamps and postal history did not shine especially brightly. Lot 920, an Isambard Kingdom Brunel £2 set, went to me. The last lot went under the hammer just before 12:00, after which it was time for the clear-up. Once we had the first van load back at the shop we stopped for lunch, before doing the unloading, heading back to the racecourse for the last bits and getting them back. At this point there was a break from heavy lifting, during which I obtained a full printed list of those who had signed up to bid via http://www.the-saleroom.com, which ran to a James and Sons record 277 (paddle numbers 400-676 inclusive). There was a little bit more lifting to do before the end of my day, as it was necessary to get some stuff ready for loading for a collectors fair on the morrow. I have some pictures from day 2 as well…
One of theirs again!
This tapestry is also theirs.
Caravans parked where on race days there would be bookies.
Golfers in action, srrounded by the racecourse (hence no golf on racedays – a mishit shot might do more than frighten the horses!)
Che Simnor auditioning for the role of security guard!
An item on display in the shop.
The Fakenham Sign
A FINAL THOUGHT ON THE AUCTION
I have not previously been involved in running a two-day auction, and it was an incredibly tiring three days. However, the auction was very successful.
LOTS 466 AND 920
These were the two lots I bid on, and I got both. Both lots attracted my attention because of my special interest (in the best autism circles we do not use the word obsession) in railways (and indeed public transport generally – check out my website www.londontu.be).
This was a rail atlas of Britain, dating from around 1980 (Blake Hall station was open so it is pre-1982, but that whole section of the Central line – Epping– Ongar – was already being considered for closure), and it is very detailed, showing goods and passenger lines. Here are pictures, starting with the images that were available at auction and finishing with some later shots…
This was the Brunel £2 set, and I have the image that was available to auction followers, some images taken of it on display at the venue and some further images taken of it at home…
HAIRPIN POINT – UNINTENTIONAL COMEDY FROM THE GOP
I have called this ‘Hairpin Point’ because it represents a switch in direction on this post away from anything connected with my work to other matters. To set the scene, here is a screen-dump from my email inbox:
The Gun Obsessed Plonkers (GOP for short) have made a spectacular blunder here:
As my email address surely indicates (it ends .co.uk after all) I am not American.
Even I was American the odds against me ever even voting for a Republican, let alone being a registered member would be of the order of zillions to one against.
How someone came to perpetrate a bloomer on this scale I do not know, but it did provide a laugh.
And at the very end, a link to a piece by Mike Sivier of Vox Political about what Labour is doing to attempt to save British Steel, and a follow-up link to a petition on the same subject that has already garnered more than the 100,000 signatures needed for a debate in Parliament:
The Central Line gets the aspiblog treatment! Along the way a wide variety of attractions are mentioned, plenty of pictures are shown and past, present and one vision of the future are covered.
Welcome to the latest addition to the series of posts themed around public transport in London. Although the main theme is the Central line, there is going to be much more in the speculative section than usual for reasons that will become obvious.
The first proposals for a Central London Railway were made in 1892, and the CLR opened, running from Shepherd’s Bush to Bank, in 1900.
Early proposals for extensions to this line included turning it into a loop, with a smaller loop through Liverpool Street to the east of the main line (think Ptolemy’s epicycles!).
After this was rejected, there were two plans involving connections to Richmond…
Neither of these went through either. In the 1930s two proposals, both involving existing lines operated by mainline railway companies did ultimately lead to serious extensions (before these two were incorporated into the line it still only ran from Liverpool Street to Ealing Broadway)…
When Central line trains started running to West Ruislip in 1957, the line had taken the shape it would have until 1994, with the closure of the Ongar end of the line. More about this and the history of the line can be found in J. Graeme Bruce and Desmond F. Croome’s book “The Twopenny Tube” (named in honour of the Central London Railway’s original flat fare back in 1900).
Another sine qua non for anyone interested in the Central line is Danny Dorling’s “The 32 Stops”, which takes us on a journey from West Ruislip to Woodford (the section of line within Greater London), and is comfortably the best of Penguin’s 150th anniversary series (albeit not by as big a margin as the Parreno travesty in connection with Hammersmtih & City line is the worst).
As mentioned in my introduction, this going to be detailed, because between the western and eastern ends of the Central line and my ideas for the Hainault loop I pretty much have to go in to detail regarding my vision of a London Orbital Railway. To set the scene, my plans for the southern portion of the Hainault loop are an extended version of the plans for a Hackney-Chelsea line shown on this adapted 1994 Journey Planner…
Rather than this proposal, which abbreviates but does not eliminate the Wimbledon branch of the district, my plan puts the central and Hainault loop portions of that line into a longer, better integrated whole that runs from Woking to Chelmsford. As for the northern part of the loop, that will have to wait for a later post except to say that trains running that side of the loop would follow the new line from Hainault to Chelsmford and that the rest of the plan also involves the Victoria line.
THE LONDON ORBITAL RAILWAY
This is not to be a completely new route, but to utilise existing track where possible, and link up all the major rail networks around London. In this vein, the points selected to be the extremities of the system are all major railway stations on exisiting networks. These are Maidstone East (Southeastern corner), Woking (Southwestern corner), Oxford (Northwestern corner, selected for historical reasons and Chelmsford (Northeastern corner). Oxford is on a spur which connects to the true orbital part of the network at Rickmansworth, having passed through Brill, Aylesbury, Amersham and Chalfont & Latimer en route (see my Metropolitan line post for more detail). Southwards from Rickmansworth it travels to Northwood, Ruislip Common, West Ruislip, Ickenham, South Ruislip, Hillingdon, Uxbridge, Uxbridge Moor, Cowley, Little Britain, Yiewsley, West Drayton, Harmondsworth, Heathrow Terminals 1,2 and 3, Heathrow Terminal 4, Stanwell, Ashford (Surrey), Staines, Laleham, Chertsey, Addlestone, West Byfleet (from where there is a spur to Woking). East from West Byfleet, the line would run Weybridge, Hersham, Esher, Hinchley Wood, Hook, Chessington South, Ewell West, Cheam, Sutton, West Croydon, East Croydon, Addiscombe, Shirley, Spring Park, West Wickham, Hayes, Keston, Locksbottom, Farnborough (Kent), Green Street Green, Chelsfield, Well Hill, Lullingstone Park, Eynsford, Maplescombe, with a spur to West Kingsdown and Maidstone. North from Maplescombe the line would then proceed to Farningham, Horton Kirby, Farningham Road, Sutton-at-Hone, Darenth, Fleet Downs, New Town, Dartford, Joyce Green, Purfleet, Aveley, Wennington, Upminster, Emerson Park, Ardley Green, Harold Wood, Harold Hill, Noak Hill, St Vincents Hamlet, Great Baddow and Chelmsford. Finally, west from Chelmsford it would head to Ongar, Broxbourne, Hertford East, Hertford North, Welwyn Garden City, St Albans, Watford Junction and completing the circle at Rickmansworth (see my previous posts, “Watford and Watford Junction” and “The Great Anomaly” for more details on this connection). Ideally every London Underground line (except the Circle for the obvious reason and the Waterloo & City) would have a connection to somewhere on this orbital route as well.
THE WOKING TO CHELMSFORD LINE
The Hackney-Chelsea line as shown in the adapted 1994 journey planner takes over the southern half of the District line’s Wimbledon branch. If it took over the entire branch, with an interchange to the District at Earls Court I could see the logic, but I see little point in taking over half a branch. Thus, my proposal for a more logical and better integrated Hackney-Chelsea line runs as follows: Woking, West Byfleet, Walton-on-Thames, Hersham, Fieldcommon, Hampton Court (there are actually at least three locations with this title, one in the midlands, one in King’s Lynn, and this one which is the parvenu of the three), Teddington, Ham, Petersham, East Sheen, Barnes Bridge, Castelnau, Parsons Green, from which it would follow the original as far as Hainault.
From Hainault, this line would then run to Chigwell Row, Lambourne End, Stapleford Abbots, Navestock, Kelvedon Hatch, Doddinghurst, Loves Green, Great Baddow and Chelmsford.
POSSIBLE EXTENSIONS TO THE CENTRAL ITSELF
Although West Ruislip is itself on the orbital route, my plan in the interest of greater integration would see the Central line run alongside the orbital through Ruislip Common and Northwood to Rickmansworth (and possibly services on the orbital would skip the two intermediate stops). This would give the Central line direct interchanges to both the northern and western segments of the orbital at that end. The Ealing Broadway branch would be extended by taking over the Greenford branch from mainline railways, and then rather than terminating at Greenford, services via Ealing would run through to Rickmansworth (yes there is scope for confusion, but I still think it could be made to work). Finally, the eastern end of the line would lose the Hainault loop, but the Eppin-Ongar section would be reopened, and then a further extension of 11.4 miles would take the line to Chelmsford, thereby connecting to both the northern and eastern segments of the orbital. The map below shows the area through which such an extension would run:
As you can see, this would give the Central line connection to three of the four segments of the orbital. I also have an idea for completing the set, namely reviving the old project for a Richmond extension, diverging from the main line at Shepherds Bush and running as follows: Seven Stars Corner, Bedford Park, rising to the surface at Gunnersbury, running along current District tracks to Richmond, and then calling additionally at Twickenham, Hanworth, Sunbury, Upper Halliford, Shepperton, Lower Halliford, Oatlands Park, Weybridge, West Byfleet and Woking.
Having had a look at the history of the line, and also at a vision for future developments it is a time to change tack, and as with the posts about the Hammersmith and City, Piccadilly and Metropolitan lines we will now journey along the existing line.
We start our journey on the section of the line along which life expectancy falls by two months per minute of journey time (see the Dorling book):
The western point of the line, and the starting point for the longest continuous journey currently makeable on London Underground – 34.1 miles to Epping. The mainline railway from Marylebone calls at this station en route the High Wycombe, Banbury and Birmingham among other places, but although the railway snakes away into the distance the station has a fairly rural aspect. For more please see my previous post “West Ruislip and Ickenham”
The point at which the railway into Marylebone diverges from the Central line.
The northern terminus of a small branch line from Ealing, which as I have already indicated I see as being suitable for being subsumed into the Central line. As currently constituted the station, which is elevated, although not quite so dramatically as Alperton on the Piccadilly line has three platforms, two through platforms for the Central and a single terminal platform for the branch line. In my scheme this would become four platforms, all operated by the Central line. Greenford is also notable for the presence of the old Hoover building (now a Tesco superstore).
The last station on this branch before the joining point at North Acton, this area is chiefly notable for four words capable in conjunction of reducing any London based motorist to a quivering wreck: Hanger Lane Gyratory System (a very regular feature of traffic bulletins for those who listen to the radio):
Before we continue our journey eastwards, we have a small gap to fill (no branches ignored by this writer)…
The other western terminus of this line, a junction with the District and with mainline railways (although trains going that far do not call at Ealing Broadway this is the original Great Western Railway, along which trains travel to Penzance, West Wales (the divergence point between these two routes is at Bristol) and also up to Banbury via Oxford).
One of no fewer than seven stations in London to feature Acton as part of its name (the other two Actons on the Central, Acton Town on the District and Piccadilly, South Acton and Acton Central on London Overground and Acton Mainline on First Great Western), and the only other station besides Ealing Broadway on this branch.
The point at which, in our direction of travel, the Ealing and West Ruislip branches merge.
Although the stadium is long since gone, and built over, this was the site of London’s first Olympics in 1908. These games may well have saved the Olympics, because although the first modern Olympics at Athens in 1896 had been a great success, and the intercalated games of 1906 back at Athens almost equally so, the 1900 and 1904 games were both in differing ways epic fails. Paris 1900 represents the only occasion on which the Olympics have been in the shadow of another event (the Exposition Universelle) – to such an extent that some of the medal winners were not even aware of the significance of their achievement. As for St Louis 1904, a combination of absurdly long duration (in excess of three months), and the cost of travel for non-Americans meant that it was more like an inter-college tournament than an international event. Just to make things even worse, after the games proper were finished, the organisers staged what they called “Anthropological Games” (I leave this to your imagination!).
These games, centred on a stadium designed by Charles Perry specifically for the occasion (he also got the same gig for Stockholm 1912 – he must have been good), were tremendously successful. There were a couple of unsavoury incidents, the ‘Dorando Marathon’, where Dorando Pietri of Italy entered the stadium first, but on the point of collapse, was assisted by officials, and the Americans submitted a protest on behalf of the second athlete into the stadium, their own John Joseph Hayes, which was upheld. The other incident also involved American athletes, two of whom deliberately crowded Wyndham Halswelle (GB) in the mens 400m, causing a British judge to declare the race void and order a rerun, which the Americans refused to take part in.
Among the other medallists was J W H T Douglas (better known as a cricketer – those who saw him bat reckoned those initials stood for Johnny Won’t Hit Today) who won gold in the middleweight boxing.
The station at White City was originally called Wood Lane…
Having said a lot about White City, other than a brief pointer to my previous post “Notting Hill Gate” I am going to skip several stops before paying a call at…
This is first of a run of four stations served by the Central line that take you through London’s best known shopping area. Speakers Corner is a few minutes walk from this station.
Once upon a time this station had a frontage designed by Charles Holden, but that has long since gone, as the space directly above the station is now a shopping centre called West 1 (name taken directly from the postcode). Bond Street, currently served by the Central and Jubilee lines, is one of the places that will be served by East-West crossrail. Also, Bond Street is the local station for a well known classical music venue, Wigmore Hall…
One of the busiest stations on the entire network, there are interchanges with the Central and Bakerloo lines here. Also, in conjunction with Bond Street, and the Bakerloo line route from here to Piccadilly Circus, which follows the curve of Regent Street, this comes closest of any stretch of London Underground to including a complete set of monopoly board properties.
TOTTENHAM COURT ROAD
The last of the four station sequence along London’s two best known shopping streets, this station has undergone huge redevelopment…
I covered Holborn in “Project Piccadilly“, and Chancery Lane deserves only a brief mention for the fact that officially, “The City” starts here, which bring us to…
The current St Paul’s Cathedral, designed by Christopher Wren (there is stone in there with a message carved on it reading “If you seek my monument look all around you”), is the third on the site in its long history. St Pauls is also the closest station to the Museum of London through one window of which you can view a still standing section of the old walls of the Roman trading post Londinium.
The heart of “The City”. The Central was the third line to serve a Bank, following the Waterloo and City (opened 1898, the second oldest of the deep level tube lines), and the City & South London, extended here in anticipation of the opening of the Central in early 1900. There are escalators connecting the various lines at Bank (including the Docklands Light Railway) to Monument (District and Circle, opened 1884). This latter station takes its name from another Wren creation, which stands 202 feet tall and is precisely 202 feet from the spot where the Great Fire of London started in 1666.
Skating over Liverpool Street, we come next to…
Bethnal Green features in some of Edward Marston’s Railway Mysteries, as an area so forbidding that even the exceedingly tough Sergeant Leeming does not relish visiting it. Also, Bethnal Green is home to the Museum of Childhood, which is definitely well worth a visit.
Although there are some small sections of the Central that are in tunnel east of here, this is the last station in the continuous underground section that begins at Shepherd’s Bush. As mentioned in my Hammersmith and City line post the interchange here is a unique one.
As currently constituted this is the easternmost station on the Central to have an interchange to other lines (The Jubilee, Docklands Light Railway, London Overground, mainline local, national and international railways. This is where London 2012 took place, London following Athens (1896, the intercalated games of 1906 and 2004) in staging a third games (The USA including its disastrous first foray in 1904 has actually staged four summer Olympics – Los Angeles in 1932 and 1984 and Atlanta in 1996 being the others).
This is one of the not so exclusive club of places where Essex County Cricket Club have played home games (at one time they played regularly at eight different grounds, which one player likened to being permanently on tour). Charles Kortright, author of the single most devastating put down that W.G.Grace ever suffered: “Going already Doctor? But there’s still one stump standing” was born here. On one occasion his fiery fast bowling led spectators to debate whether in the event of his killing someone the correct charge would be manslaughter or murder.
This is the point at which the southern part of the Hainault loop diverges from the rest of the Central line, and before continuing our journey on the main route we are going to sample it.
WANSTEAD – FAIRLOP
Redbridge has the shallowest platforms of any fully enclosed London Undeground station, just 26 feet below the surface. Gants Hill and Newbury Park are notable for their external buildings – Gants Hill features a tower, while Newbury Park has a remarkable covered car park. Fairlop, reminding us that we are getting into open territory has a Country Park, Fairlop Waters.
Hainault Forest has been publicised for many years. I customised this replica of a promotional poster originally advertising a bus route to suit the modern era…
THE NORTH SECTION OF THE LOOP
Grange Hill was the setting a childrens TV Programme way back when (it was old when I was a child). Chigwell also has a TV pedigree – the hit comedy series Birds of a Feather was set there. Roding Valley is utterly undistinguished.
BACK TO THE MAIN LINE
South Woodford and Woodford are the last two stations covered in the Dorling book, and the story he tells comes full circle here, ending as it began, with someone who works in the Office for National Statistics.
Buckhurst Hill is of no great significance, and Loughton, with its splendid Great Eastern style station (this whole section from Stratford on was originally part of the Great Eastern railway) has already had the full post treatment from me. I will pass Debden and Theydon Bois swiftly, bringing us to our journey’s end at…
We are now at the northernmost station currently served by London Underground (the line from here to Ongar, which when I last visited could still be seen runs virtually due north, while my envisaged route to Chelmsford would then be going practically due east from Ongar). This end of the line, even having been cut back from Ongar, does feel very isolated, because one has to travel a fair distance before meeting an interchange, and with Epping-Ongar being run as a shuttle service rather than a through route, Ongar felt exceedingly isolated. This is why I envisage a through route to Chelmsford, the county town of Essex, with a connection to mainline railways, and my envisaged London Orbital Railway, which given the way that network has developed I now see as forming the outer boundary of an expanded London Overground.
MAPS AND ENDNOTES
First of all, my last couple of pictures, one from London Underground: A Diagrammatic History and one showing the modern day connections:
This journey through the Central line’s history, with more than a glance towards the future, and then a journey along the line as constituted has been great fun to write – I hope you find it as fun to read, and for those who have reached the terminating point of this great ride I have one final message…
A brief overview of the London Underground line that includes the original section that opened in 1863, with a few important links that relate to various statiions.
Previously I have limited this series to coverage of individual stations, but now I am introducing something new – full line coverage in single posts. I will give a brief glimpse of this history the line and then a little journey from west to east along the current line. I hope you all enjoy this.
THE GREAT ORIGINAL
On January the 10th 1863 the history of public transport changed forever. It was then, having been constructed at the urging of city solicitor Charles Pearson in conjunction with a major road building scheme, that the world’s first underground railway, The Metropolitan Railway, opened for business. It covered just seven stops (about one fortieth of the number now served by London Underground) from Bishop’s Road (Paddington) to Farringdon Street (a little to the south of present day Farringdon). Only one line serves all of the surviving original stations (the circle and district station at Paddington is a later creation, originally called Praed Street), and that is the Hammersmith and City line. Although this was only officially separated from the Metropolitan line in 1990, it makes sense for the purposes of this section to talk about all the branches the relate to this section as though it had always been separate. Viewed in this way, there were a total of three branches that are no longer served:
Latimer Road to Kensington (Addison Road), which latter station is now called Kensington Olympia – the London Underground connection to it from the north was severed in 1940 and has never been reinstated. Goldhawk Road to Richmond, which was served between 1877 and 1906. The only station which was completely lost as a result of the cutting of this connection was Hammersmith (Grove Road). The final connection was a track connection via a long since defunct station called St Mary’s to Shadwell on what used to be the East London line and is now part of London Overground, though deeper below the surface than any of the remaining ‘subsurface’ stations on London Underground.
Before moving on to the journey, here are a couple of map pics…
I am not going to cover every station – just those that have a particular association for me. Those who have read previous posts of mine about this subject will be aware that I was disgusted by Philippe Parreno’s failure to meet the brief (in my eyes) for his contribution to Penguin’s 150th anniversary series of books when he got this line and produced a book that contained no words, just a series of very ethereal pictures which bore little apparent relation to the subject.
There is a shopping centre here, also the Lyric theatre, and although I mentioned him in piece on Baron’s Court, you are withing easy walking distance of St Paul’s Girls School, where Gustav Holst was once director of music.
It was from this station that the line to what is now Kensington Olympia diverged, and because this is an elevated section, track heading towards Olympia is clearly visible from the train as you travel past here.
This is the only one of the London mainline railway termini where a London Underground line is structurally part of the station. This dates to the original opening of the Metropolitan railway in 1863, when they used locomotives supplied by the Great Western Railway before falling out with that company and switching to stock supplied by the Great Northern before finally developing some of their own.
This is where the Circle line and a spur of the District meet the Hammersmith and City line (the District and Circle “Paddington” represents a decent interchange to the Bakerloo, but for the Hammersmith and City you are much better off travelling the extra stop to Edgware Road and making a cross-platform interchange.
The Hammersmith and City line platforms here (nos 5 and 6 out of a total of 10) have been restored to look as they did in 1863. This is also home to Madame Tussauds, The Planetarium and of course it is where the world’s first consulting detective had his practice.
As well as being across the road from London’s first mainline railway terminal (Euston), this is the home station for University College London (UCL for short). Just round the corner from this station is Warren Street (Northern and Victoria lines), and a view at surface level that includes both the BT Tower and Centrepoint.
KINGS CROSS ST PANCRAS
At the surface a complete contrast in styles between the ‘fairytale castle’ that is St Pancras and the largely anonymous Kings Cross. The train from King’s Lynn to London terminates at King’s Cross, usually in the ‘side’ section that comprises platforms 8-11. It is here that claims to be the site for platform 9 3/4 from which the Hogwarts Express departs.
A cross-platform interchange to Thameslink services running between Bedford and Brighton. When I worked at Interpretations I used this station regularly. I also recall this area as home to the Betsey Trotwood, a pub that combined two things I love – Dickens and Real Ale.
This station opened as Aldersgate Street, then became Aldersgate before finally getting its present name of Barbican. This is one of the venues where I listened to live classical music when I lived in London. I also saw various Royal Shakespeare Company productions here.
There is a terminus here for mainline trains coming in from Finsbury Park, and there used to be a spur of Thameslink to here as well, but all of these were below the surface here, so there have never been any above ground tracks. With my home station being Tooting Bec, I used the Northern line platforms here more often than the others. Although St Pauls on the Central line is closer, I used to use this station on occasion to visit the Museum of London – accessible from there by way of the Barbican Centre.
An interchange to mainline railways, and also to the Central line. Also the point at which the Hammersmith and City diverges from the Circle and Metropolitan lines which go to Aldgate, while the Hammersmith and City heads to…
This is where the Hammersmith and City and District lines meet, and from the platforms here you can see Circle and Metropolitan line trains heading in to Aldgate as well. It was just beyond this station that a side branch used to diverge to St Mary’s and Shadwell, joining what was then the East London Railway, has subsequently been the East London line of London Underground and is now a section of London Overground.
An interchange between the District and Hammersmith and City lines and London Overground. Currently in the news because a museum supposed to be dedicated to women was actually a Jack the Ripper museum, which led to a petition and a project to create a museum that really is dedicated to the women of the East end.
The only underground cross-platform interchange between a deep-level tube line and subsurface lines on the entire system. This station also has large enamelled maps from times past featuring the Metorpolitan and District lines.
Interchanges with mainline railways, London Overground, The Jubilee Line and the Docklands Light Railway (this branch has taken over Stratford-North Woolwich, which was previously on Silverlink Metro (London Overground’s predecessor) with the addition of a trans-Thames extension to Woolwich Arsenal).
This is the eastern end of the Hammersmith and City line, although the District continues to Upminster (logic would seem to suggest that the H&C with far less to the west than the District should do the longer haul east rather than vice versa). This station has interchanges with main line railways (to Southend and Shoeburyness) and London Overground (a branch line the other end of which is at Gospel Oak).
Paddington was one the original seven stations that opened as The Metropolitan Railway on January 10th 1863 – it was the western terminus of the line, although right from the start there were track links to the Great Western Railway, which supplied the Metropolitan with rolling stock before it developed its own. In 1864 the western terminus became Hammersmith, over the route of today’s Hammersmith and City line, and the origins of the station can still be seen because the H&C platforms are structurally part of the mainline station, although ticket barriers now intervene between them and the rest. The second set of London Underground platforms to be opened at Paddington were also originally opened by the Metropolitan, although they are now served by the Circle and the Edgware Road branch of the District line. They opened in 1868 as Paddington (Praed Street) – as opposed to Paddington (Bishop’s Road), the original 1863 station. In 1913 a northern extension of the Bakerloo line included a deep level station at Paddington. By 1948 the suffixes of both ‘surface’ stations had been dropped, and all three sets of platforms were known simply as Paddington.
A LITERARY DISAPPOINTMENT
In 2013, to commemorate the 150th anniversary of the opening of the Metropolitan Railway Penguin brought out a series of books, one for each line. I wrote about all of these books at the time, but I am going to mention Philippe Parreno’s “effort” about the Hammersmith and City line again. Given the line that contains all seven of the original 1863 stations Mr Parreno produced a book that contained no words, just a series of pictures. Had these pictures been meaningful and clearly associated with the line and its stations this might have been acceptable, but these pictures were blurry and meaningless (it was barely even possible to tell what they were supposed to be of).
OTHER LITERARY ASSOCIATIONS
Of course, when thinking of Paddington’s literary associations the one that springs instantly to mind is that with the fictional world’s best known refugee: Paddington Bear. Also however, Dr Watson (see “Baker Street” in this same series) had his first practice here after moving out of Baker Street to set up home with his wife (see A Scandal in Bohemia for more details).
I hope you have enjoyed this post and will be encouraged to share it. To tie everything together, here are a some pictures.