A brief account of today at work, with some good images. Also some high quality links, especially concerning “Celebrate Suffragettes not Serial Killers”
INTRODUCTION
As well as sharing some of the better images from today at work (all items will going under the hammer on September 30th, and the lot numbers range between 312 and 549) I have some important links to share.
THE IMAGES
Apart from one big coin lot at the start of the day, I was imaging big stamp lots as and when they were ready and medal lots in the gaps in between. Here are some of the better images…
LINKS
My first two links are to splendid posts on a new find, “why evolution is true“, a blog named for the book of that title by Jerry A Coyne (the book is superb as well by the way):
This one about cane toads, which has already attracted favourable notice from one of my twitter followers.
Some stuff about the Great Ouse at high tide, some stuff about evolutionary biology, lots of pictures and links.
INTRODUCTION
Having finally completed (after a couple of false starts – fortunately not a DQ offence in the blogosphere!) my post about the Metropolitan line I now have this offering which includes some links and a couple of quality infographics.
HIGH TIDE
This morning the Great Ouse was at very high tide. Cormorant Platform was almost enitrely submerged. There was also a high tide yesterday morning, but not quite so high as this – I have pictures from both for comparison purposes.
The first three pics are from yesterday.
One of several pics from today that indicate just why the marshland around old Boal Quay is most definitely not suitable for building on!Not suitable for building on!
In addition to these, my walk this morning provided some other splendid pictures. I saw a small rodent by the water near the bandstand, and a hare, a member of the lagamorph order of mammals later on in the walk. The lagamorphs and rodents form a cohort (intermediate between an order and a class in the system of classification) called Glires. For a fun and digestible account of these relationships and others among living things I recommend Richard Dawkins’s book “The Ancestors Tale: A Pilgrimage to the Dawn of Life”.
An excellent read.
I also got a few more pictures of other things that I consider worth sharing…
LINKS
I have some petitions to share with you, but will start with the other links first:
A close focus on one policy area – no surprise to anyone who knows anything about me I have opted for his policy on Railways.
The wonderful kittysjones has this piece turning her guns on the Daily Mail for its (and Tory MuPpet Ian Liddell-Grainger’s) response to the news that UN Special Raporteur on the Rights of Persons with Disabilities Catalina Devandas Aguilar will be investigating the UK’s welfare reforms to see if they constitute human rights abuses. Ms Jones’ excoriation of the Daily Mail is an excellent read.
A reminder of a petition of shared before, which comes by way of 38Degrees under the heading “Celebrate Suffragettes not Serial Killers“. I have a quote from the body of the petition and a link to the website of the true East End Womens Museum:
“The founder (a former Head of Diversity at Google) claims “It is not celebrating the crimes of Jack the Ripper but looking at why and how the women got in that situation in the first place”. This victim blaming attitude is unacceptable and cannot be condoned“
An account of the Metropolitan line with some bold and imaginative suggestions for the future.
INTRODUCTION
Welcome to the latest addition to my series “London Station by Station“. My post on the Hammersmith and City line enjoyed some success, and my second essay in covering a whole line in one post, Project Piccadilly, was even more successful, featuring in two online publications. So now I am producing a third post of that type, this time on the Metropolitan line.
ANOMALIES
Metropolitan by name, very unmetropolitan by nature. Also, it is classed as London Underground, but most of its length is in the open air. The only stretch of this line is currently constituted that follows the original Metropolitan Railway is from just west of Farringdon to just east of Baker Street (The original eastern terminus was at Farringdon Street, just south of the present station, and the Metropolitan platforms at Baker Street (nos 1-4) are not those used by the original line). Almost the entire length of the current line (and there was once a lot more of it as you will see in due course) developed from…
A SINGLE TRACK BRANCH FROM BAKER STREET TO SWISS COTTAGE
In 1868 a single track spur was opened from the Metropolitan Railway running north from Baker Street to St John’s Wood Road, Marlborough Road and terminating at Swiss Cottage. It was this little spur that caught the attention of Edward Watkin, who saw it as having a role to play in achieving his dream of a rail network linking Paris, London and Manchester, his three favourite cities (he would have managed this had he not been baulked over his version of the Channel Tunnel, which eventually opened a century later).
EXPANSION
That single track spur would be doubled, and from its next point north, Finchley Road, quadrupled and it would spread out into the hinterlands of Buckinghamshire, giving rise to a number of new branches. At its absolute height there were branches terminating at Uxbridge (sill present in its entirety), Stanmore (still served but not by the Met), Watford (still present as opened in 1925), Chesham (still as opened in 1889), Verney Junction (a place of no significance near modern day Milton Keynes) and Brill (at 51 miles from Baker Street the furthest point from London reached by any London Underground line). The latter two branches were closed in the middle 1930s, services terminating at Quainton Road just beyond Aylesbury for a time, until further paring back to Aylesbury (still served by mainline trains, with a new station at Aylesbury Vale Parkway just beyond Aylesbury itself) and finally Amersham, the current outlying point of the system, a mere 27 miles from Baker Street.
After the expansionism of Watkin, the third of the three great figures in the development of the Metropolitan took over, Robert Hope Selbie, creator of “Metroland”.
To help you orient yourself here are some maps…
Brill and Oxford.The Metropolitan Railway and its connecttions.“Metroland”The area around Verney Junction.
To finish this section, The Stanmore branch, along with the intermediate stations between Finchley Road and Wembley Park, and new tube-level intermediates between Baker Street and Finchley Road was taken over by the Bakerloo line in 1939, and then to ease congestion on the latter by the new Jubilee line (with brand spanking new stations at Bond Street, Green Park and Charing Cross as well).
SPECULATIVE SUGGESTIONS
Of the Metropolitan branches that are still served by that line, the Amersham and Watford branches would be subsumed into my plans for a London Orbital Railway (Rickmansworth would be the northwestern corner of the orbital network itself, with a spur running via Amersham and Aylesbury to form significant connections at Oxford and/ or Milton Keynes (see the section above, and also my post “Ongar”). The Chesham branch would then become one of just two Metropolitan branches, with a northward extension to Tring and another interchange with mainline railways. The Uxbridge branch would remain unchanged, though gaining a connection with the Orbital route. At the other end, Aldgate would be abandoned as a terminus, the track connection from Aldgate East to Shadwell be revived for the Metropolitan, and a connection via New Cross to South Eastern tracks and Metropolitan services running through to Sevenoaks would further increase the London Underground presence in Southeast London and West Kent (see Project Piccadilly for another envisaged connection to this part of the world). The reason for projecting this line over existing track rather than looking at a completely new route is that is one of the old lines, built to mainline specifications and its tunnels were built using the cut-and-cover method, which makes building new tunnel sections more problematic than for a deep-level tube line.
THE TRANSITION POINT
At this stage of proceedings, having seen the Metropolitan lines past, present and a possible vision for its future we are going to make a journey along the line as it is currently constituted, so fasten your seatbelts…
ALDGATE – BAKER STREET
This section has been covered in great detail in previous posts of mine:
This is the last underground segment of the Metropolitan line, and you can see the platforms and some of the signs of old stations which were closed when the Bakerloo line Stanmore branch opened in 1939. Just before emerging into the open air, the Metropolitan tracks diverge to make way for the emerging Jubilee (former Bakerloo) tracks. From the platform at Finchley Road one can see the 1939 tunnel end. As at other places where ‘tube’ and ‘subsurface’ trains enter tunnels close together there are protective mechanisms to prevent a subsurface level train that gets on the wrong tracks from reaching (and colliding with) the beginning of a tube tunnel.
FINCHLEY ROAD – WEMBLEY PARK
There are no fewer than five Jubilee line stations between these two, all originally served by the Metropolitan and hence with platforms at the ‘compromise’ height also seen where the Piccadilly shares tracks with the District and Metropolitan lines. The Metropolitan has four tracks between Finchley Road and Moor Park and this feature is used to enable trains to Amersham to skip stops – they go fast from Finchley Road to Harrow-on-the-Hill and then fast from Harrow-on-the-Hill to Moor Park. On the route used by Watford and Uxbridge trains (there are currently few through services to Chesham) the next stop is Wembley Park. Whichever route you are on this section features the highest speeds anywhere on London Underground, in the vicinity of 70mph.
Wembley Park is the local station for Wembley Stadium. Between those who think that England has no need for a single national football stadium and those who think that the national football stadium should be in the midlands Wembley has a lot of detractors. I have sympathy with both the camps mentioned in the previous paragraph – I would not have gone for a national football stadium but even accepting the need for such, the midlands would have been the place to build it. I did get to the original Wembley once, to attend a mass given by the then pope, John Paul II.
WEMBLEY PARK TO HARROW-ON-THE-HILL
There are two intermediate stations between these two, Preston Road, which has been served since 1908 and Northwick Park, which opened only in 1923.By comparison, Harrow-on-the-Hill opened in 1880. Harrow-on-the-Hill is the first stop on the line from Marylebone to Aylesbury and it is also the point at which the Uxbridge branch of the Metropolitan diverges from the rest.
THE UXBRIDGE BRANCH
For more detail on this branch please consult Project Piccadilly. Rayners Lane, where the two lines converge for the run to Uxbridge is one of only two direct interchanges between the Metropolitan and Piccadilly lines, the other being at that vast node point, King’s Cross St Pancras.
HARROW-ON-THE-HILL TO MOOR PARK
Amersham trains, as mentioned above, run non-stop between these two stations. Watford trains call on the way at North Harrow, Pinner, Northwood Hills (where Bodilsen UK had one of their shops when I worked for them as a data input clerk) and Northwood. Of these four stations, only Pinner (1885) dates from when the track was laid down, the others being later additions. Moor Park itself only opened in 1910, originally as Sandy Lodge, which became Moor Park & Sandy Lodge in 1923 and Moor Park in 1950. Moor Park marks the end of the section on which there is a division between slow and fast services. In the days before it was considered necessary to include all London Underground stations in travel card zones, Moor Park was the outermost station on the Metropolitan which could be legally visited on a travel card (the only other section of London Underground to be outside the travel card zones was the eastern end of the Central line, where the boundary station was Loughton). The other point of significance about Moor Park is that it is the divergence point for the…
WATFORD BRANCH
Just two stations, Croxley and Watford, both opened in 1925. Croxley is less than 200 yards from Croxley Green, terminus of a minor side branch of the mainline railway from Watford Junction. This has given rise to various proposals involving linking the Metropolitan to Watford Junction. My own speculative scheme is for this branch, and the Croxley Green branch to form part of the northern leg of the London Orbital Railway, along with the Amersham branch, making use of the Rickmansworth-Watford curve, and another underused branch line between Watford and St Albans. For more on this part of the world I recommend F W Goudie and Douglas Stuckey’s book “West of Watford: Watford Metropolitan & the L.M.S Croxley Green and Rickmansworth branches. Also, do check out my post on Watford and Watford Junction.
A fine account of public transport in the Watford area.
RICKMANSWORTH
Rickmansworth opened in 1887, and in 1925 link from Rickmansworth to Croxley on the Watford branch was opened, and subsequently closed in 1960. Rickmansworth is also the outermost station on the Metropolitan to have been shown on Henry C Beck’s first attempt at a schematic diagram of London Underground (one of the great design coups of the 20th century).
Henry C Beck’s first schematic diagram of London Underground.
RICKMANSWORTH – CHALFONT & LATIMER
This section opened in 1889, with one intermediate station at Chorleywood. These days Chalfont & Latimer has two services running from it: through services from Aldgate to Amersham and a shuttle service to and from Chesham. Ironically given that it now has the minor role, Chesham opened first in 1889. In 1989 to celebrate the centenary a steam service ran through to Chesham, starting from Baker Street.
THE CHESHAM SHUTTLE
It took 50 years from the idea first being mooted for Chesham to acquire a train service. Edward Watkin, under whose aegis the line was opened envisaged a further northern extension making use of a natural gap in the Chilterns to connect with London and North Western (as it was in those days) at Tring. Further information about the Chesham branch and its history can be found in Clive Foxell’s book “The Chesham Shuttle”. The journey from Chalfont & Latimer to Chesham is the longest single stop journey on the system at 3.89 miles (a mere 24.3 times the length of the shortest, from Leicester Square to Covent Garden).
AMERSHAM
This is the end of our journey along the current Metropolitan line. It is the highest point above sea level anywhere on the system, 500 feet up in the Chilterns. Beyond here, the current main line continues to Great Missenden, Wendover, Stoke Mandeville, Aylesbury and Aylesbury Vale Parkway.
AFTERWORD
I hope you have enjoyed the ride so far. I will finish this post by making one final reference to my future vision of public transport in and around London, and the role of the Metropolitan in it. Given the closeness of its integration with the London Orbital Railway Network, and the fact that my envisaged south eastern extension utilizes London Overground, and that it would make sense for the London Orbital Railway to form the outer limits of the London Overground network, I could see the Metropolitan line being subsumed completely into a greatly expanded London Overground network, meaning either that the Metropolitan line would disappear from London Underground maps or that the Hammersmith and City line, which contains the entire surviving portion of the original Metropolitan Railway should be renamed the Metropolitan in deference to its history. Here a couple of map pics to finish, one a heavily edited shot from the Diagrammatic History an one showing the current Metropolitan line’s connections.
Please ignore the last “published” post on aspiblog – I pressed the wrong button when I intended merely to save what I had already done, so it is incomplete.
A Retropsective on the World Athletics Championships, More on the Inhumane Despicable Sociopath case, some photographs and some important links.
INTRODUCTION
As well as my title piece I have some photos, links and infographics to share, including a section following up my much shared “Inhumane Despicable Sociopath” post..
BRITAIN’S BEST EVER
At the World Athletics Championships which concluded yesterday Britain won a total of four gold medals, their best ever. Mo Farah with both the 5,000 and 10,000m, Greg Rutherford (Long Jump) and Jessica Ennis-Hill (Heptathlon) all ascended the top step of the podium in Beijing, all having experienced Olympic misery there seven years previously. There were also a stack of best ever performances from less experienced British athletes, encapsulated by BBC TV in this infographic…
Shelayna Oskanp-Clarke had never previous broken two minutes for the 800m, and until Proctor did so no British female long jumper had ever gone beyond 7.00m. The performances of Asher-Smith and Hitchon were also British records. Dina Asher-Smith having already become the first British woman go sub 11 seconds for the 100m and being part of the 4*100m relay team now has three British records against her name.
INHUMANE DESPICABLE SOCIOPATH: A FOLLOW UP
Partly because of a twitter storm conceived by a well known twitter user named Gail which tied in perfectly with it my blog post about the revelations of DWP deaths, forced out after a long and hard fought campaign, was very widely shared. I have a number of superb related links to share in this section:
Now, a few infographics about this story, starting with this great tweet:
This, formatted like a DWP case study, differs from them in being a true story:
Finally to the end this section, a screendump from a text book of the future that somehow appeared on my screen…
A PHOTOGRAPHIC INTERLUDE
LINKS
I am dividing this in to two main subsections, starting with…
AUTISM
Within this section I am starting with a case which is reaching a conclusion soon…
JUSTICE FOR KAYLEB
I have blogged about this outrageous case of an autistic grade 6 boy facing a lifeltime with a felony conviction, but since the case is now going through the courts I include these two links:
Also, for twitter users (I have already done so btw), here is a temporary profile pic you may wish to use in solidarity with Kayleb:
OTHER AUTISM RELATED LINKS
First up, The Art of Autism have this piece about an Op-Ed in the Los Angeles Times that asks searching questions about Autism Speaks. In particular, attention is called to the number of autistic people involved in running Autism Speaks: ZERO.
A strictly personal survey of the Piccadilly line, with a suggestion for the revival and extension of the Aldwych branch.
INTRODUCTION
This post is associated with my “London Station by Station” series. I was gratified by the response that overview of the Hammersmith and City line received, and so now I am producing a piece about the Piccadilly line which will be much longer, as there is is much more to say…
AN OVERVIEW
The Piccadilly line came into existence as a compromise project taking elements from three distinct schemes. An excellent explanation for this is provided by Desmond F. Croome in his “The Piccadilly Line: An Illustrated History”
Still, not event the combination of this bizarre origin and the schemozzle at Heathrow gains the Piccadilly line the status of London Underground’s no 1 bodge job – for more about that you will have to wait until I feel strong enough to tackle the Northern line!
To give you an overview of the line both in its history and as it stands today here a some images…
The Piccadilly line on London Underground: A Diagrammatic History.The Piccadilly line and its connections today (photographed from the current edition of the London Connections map)A facsimile of a promotional poster for the Piccadilly line.
Having set the scene, it is time to strap yourselves in for…
THE JOURNEY
I am starting slightly out of position, for reasons that will reveal themselves at the end of the post, with Southgate, which I have given a previous post in the series. For full details you will need to read that post, but Southgate has two features of significance to me: it was the home of the Walker brothers, and in that context Middlesex still play some games of cricket at the Walker ground; and it is home to quirk illustrated by this picture…
That attended to, we can now get back on the journey proper starting at…
COCKFOSTERS
This station opened in 1933, and still today it is in a very rural setting. Other than being the starting point for our journey it has no real distinguishing features.
ARNOS GROVE
In the direction in which we travel, this marks a transition point – this is the last station at surface level until we emerge at Barons Court.
WOOD GREEN
This is one of two stations, the other being a main line railway station, Alexandra Palace, which serve Alexandra Palace. Whichever you choose you have a long climb ahead of you to reach your objective, although it is worth it for the views at the end. This picture, courtesy of google, shows some of the frontage of the palace itself…
FINSBURY PARK
This is the Piccadilly line’s first interchange with any other in our direction of travel. As well as a connection to mainline railways, there is a cross-platform interchange to the Victoria line. It was also the original terminus at this end of the line when the Piccadilly line opened in 1907. Because it was after I had made this particular change in reverse that I got the picture in question, here is a Piccadilly route map as seen in train carriage…
ARSENAL
The only station on London Underground to be named after a football club. The club which started life as Dial Square, changed its name to Woolwich Arsenal, of which it was originally the works team and then moved away from Woolwich, dropping the prefix of its name has since moved yet again, to another new stadium. Herbert Chapman who had earlier won three successive championships with Huddersfield Town and even earlier been lucky to survive a match fixing scandal that saw his then club Leeds City thrown out of the league was the person who successfully suggested the name change from the original Gillespie Road, with greater success than Mr Selfridge had enjoyed with his suggestion to the then independent Central London Railway that they might care to rename Bond Street station in honour of his establishment.
KINGS CROSS
I have covered this both in an individual post and in the earlier piece about the Hammersmith and City line. To these I add only that the Piccadilly line is the second deepest line at the station, the Northern line being deeper.
RUSSELL SQUARE
Russell Square is one of the few deep level stations to have no escalators – you have a choice between lifts or stairs. It is also the closest station to Great Ormond Street Hospital, where I was a patient for over a year of my life, in my case in the Mildred Creak unit. For more details about how to locate this hospital, check out their own guide.
Russell Square also serves the iconic British Museum, and they also provide full detail on possible ways of getting there.
One final Russell Square connection – it is the home station for the Institute of Education, which is a regular venue for the annual five-day political festival Marxism and also happens to the place that I visited the first time I ever took part in an Autism Research project – this one being carried out by a woman named Sian Fitzpatrick.
Clark Hall at the Institute of Education, set up for a meeting, appropriately enough on education.The picture that adorns the wall of Clarke Hall.The artists signature.
HOLBORN
This station is the only official interchange between the Piccadilly and Central lines. When I first used it as a child there were wooden escalators – mind this was in an era when deep-level tube trains using carriages with maple slatted floors and wooden side panels had smoking compartments – health and safety was not considered so important then. Today, Holborn is an ordinary mid-route station, but that was not always the case, and I believe it should not be the case. This is the preamble to…
A MAJOR DIGRESSION
From 1907 until 1994 there was a branch running south from Holborn to Aldwych. It was not doing much by the end of its life, but closure was not the only option – it was ideally placed for an extension into Southeast London and West Kent. I have already linked to the post I put up about Aldwych early on in this series, but in that post I did not give details of my envisaged extension, an omission I rectify as part of this project.
Reestablishing the Aldwych connection, the route would then go:
Blackfriars (District, Circle, mainline railways), London Bridge (Northern – Bank branch, Jubilee, mainline railways), Bermondsey (Jubilee), Surrey Quays (London Overground), Mudchute (DLR), Cutty Sark (DLR), Greenwich Park, Blackheath (mainline railways), Eltham High Street, New Eltham, Longlands, Sidcup High Street, Foots Cray, Ruxley, Hockenden, Crockenhill, Hulberry, Eynsford (mainline railways), Maplescombe, West Mingsdown, Fairseat, Vigo Village, Ditton, Maidstone West (mainline railways), Maidstone East (mainline railways).
The Maidstone connection is important because very isolated ends of lines can end up not getting much use (see Ongar in this series), and by extending it the extra distance to have both the interchanges in and population of Maidstone to bolster its usage one increases the likelihood of it working. The other particularly significant stop in the outer reaches of the extension is Eynsford, not major enough to be a suitable terminus, but definitely has much worth visiting, led by the scenic Darent Valley and the historic Roman Villa down the road at Lullingstone.
BACK TO THE JOURNEY
The digression done, it is time to resume our progress along the Piccadilly, which next takes us to…
COVENT GARDEN
I have already covered this area at some length in a previous post to which I now direct you. What I failed to mention in that post is that there is also a quite pleasant walking route from here to Waterloo, and all the attractions I have listed in that post.
LEICESTER SQUARE
This station has a connection to the Northern line (Charing Cross branch). Also, until the refurbishment of Angel (Northern, Bank branch) it had the longest escalators to be found anywhere on the system. At 0.16 miles apart it and Covent Garden are the two closest neighbours on the entire system. Leicester Square serves an area of London known as Chinatown.
PICCADILLY
The station that gives its name to the line, it has an interchange with the Bakerloo line. Piccadilly is home to the Eros statue. It features in at least two series of novels set in Restoration England, Edward Marston’s Redmayne series and Susannah Gregory’s Chaloner series.
GREEN PARK
Interchanges with the Victoria and Jubilee lines.
HYDE PARK CORNER
One of several stations serving London’s largest park. This is also the local station for the Albert Hall.
SOUTH KENSINGTON
Museum central – see the first post in this series for more detail. Also, the point at which one the projects that were fused together to make the Piccadilly line – a plan for a ‘deep level District’ line to ease congestion on the original District – from here to Earls Court the Piccadilly follows the District exactly, then skips West Kensington, joining the District at the surface at Barons Court. After Hammersmith the Piccadilly runs fast to Acton Town while the district has intermediate stops at Ravenscourt Park, Stamford Brook, Turnham Green and Chiswick Park. Occasional Piccadilly trains stop at Turnham Green where the Richmond branch of the District diverges, but the major branching point is…
ACTON TOWN
Nowadays the District only goes beyond Acton Town as far as Ealing Broadway, but the entire Uxbridge branch of the Piccadilly and the Heathrow branch as far as Hounslow West were originally served by the District and feature platforms at the compromise height used for cross-platform interchanges between ‘tube’ and ‘subsurface’ lines. This station adjoins the Acton Works, where rolling stock is maintained and overhauled. We will explore the Heathrow branch first…
ALWAYS AVOID ALL ALLITERATION
The joke instruction used as this section heading refers to the fact that the three Hounslow’s, Hatton Cross and the three Heathrow stations all being with the letter H – and if you are on a train running the loop route (Terminals 1,2 and 3 and then terminal 4, as opposed to the direct Terminal 5 route), you would in total, between departing Hounslow East one way and returning there in the other direction see station names beginning with H 11 times on the trot.
THE HEATHROW SCHEMOZZLE
When the Piccadilly was first extended to serve Heathrow one station, unimaginatively named Heathrow Central was deemed sufficient. Then, in 1986, Terminal 4 opened, and was not accessible from the existing station. A terminal loop was constructed with a new station built on it to serve Terminal 4. So far, so good, but then the folk who run Heathrow decided that a mere four terminals were insufficient for the number of flights they wanted to run, and a fifth terminal, not accessible from either existing station was built. So we now have a bizarre configuration whereby there is simultaneously a terminal loop and an ordinary direct terminus constructed specially to serve Terminal 5. Quite what sort of arrangement will result if and when a Terminal 6 gets the go-ahead is beyond me to imagine.
Early advertising of the Heathrow connection.
ALPERTON
I have covered the quirky feature of this station in a previous post.
SUDBURY TOWN
There are two stations on this branch bearing the name Sudbury, Sudbury Hill an Sudbury Town. I am concentrating on the latter because as a Grade 1 listed building it stands as an example of the best of London Underground architecture. Like so many of the finest examples, this station was designed by the legendary Charles Holden. To find out more about Holden and his work I recommend strongly that you consult David Lawrence’s magnificent Bright Underground Spaces, in which I located these pictures that relate to Sudbury Town…
The design of the station.A double page spread picture of the completed station.
SOUTH HARROW
The last station before this branch meets the Metropolitan for the run to Uxbridge. The Metropolitan converges from a station called West Harrow, while all the other branches of that line bar the Uxbridge one pass through North Harrow. Once upon a time a school opened to serve “30 poor children of the parish of Harrow”. The school is still there, but it is a long time since any poor children got to go there.
RAYNERS LANE
This is the meeting point, and for a long time this was a regular terminating point for Piccadilly line services except at peak periods. This is the last marked interchange on the Piccadilly line, although you could change to the Metropolitan anywhere between here and Uxbridge should you desire it.
RUISLIP MANOR AND RUISLIP
Ruislip is an occasional terminating point, although most trains that go that far go on to Uxbridge. These two stations both serve Ruislip Lido, home to among other things the smallest gauge passenger carrying railway in Britain. I have assembled some links for you:
I mentioned earlier in this post that Holborn is the only officially recognised interchange between the Piccadilly and Central lines. For all that is in the region of a 10 minute walk to get from this station to West Ruislip I consider that this should be a recognised interchange – for more detail consult this post.
HILLINGDON
The current Hillingdon station opened in 1992, but there was an earlier Hillingdon station which opened in 1923. In 1934 this station was renamed Hillingdon (Swakeleys). The suffix was gradually dropped over time, but leaves the question “what is Swakeleys?” to have such significance. The answer, as an internet search reveals is that it is a school. As far as can ascertain it is the only school to have officially formed part of a station name (the stations with Harrow in their name refer to the location not the the school per se). There is also a well known hospital in Hillingdon.
UXBRIDGE
We have reached the end of our journey. The present Uxbridge station opened in 1934, but there has been a station at Uxbridge since 1903. In so far as anywhere so rural can be this is something of a transport hub as several bus services make use of the station forecourt. Now it is time to reveal the solution to the teaser I set as to why I started out of position at Southgate: the connection is a cricketing one – yes we are back in Middlesex out ground territory. Sadly, other than knowing that Middlesex sometimes play there I cannot recall anything about cricket at Uxbridge – no remarkable matches spring to mind, nor great players especially associated with the ground.
SOME FINAL WORDS
This post does not make any claim to be a definitive account of the Piccadilly line – it is a strictly personal view of the highlights of the line that has more stations than any other deep level ‘tube’ lines and is only beaten by the District among the ‘subsurface’ lines, and I have ignored many stations altogether and given quite a few others only sparse coverage. I hope that you have all enjoyed the ride!
An account of a walk around King’s Lynn, accompanied by photos. Also some important links.
INTRODUCTION
I am in the process of putting together a very large post indeed as an experiment, and meantime I offer you this little post…
THE FIGURE OF EIGHT WALK
I did this walk immediately after lunch yesterday. Setting off I headed through Baker Lane Car Park, across the upper Purfleet and down to the Great Ouse by way of the lower Purfleet. The first photo I got was this one of a bird that was perfectly positioned for the shot…
I headed along the river bank and across the Millfleet, then took the path that skirts old Boal Quay round to…
CORMORANT PLATFORM
This meeting point of the Nar and Ouse provided some fine photos…
Just beyond Cormorant Platform is the path through Harding’s Pits, from which I then headed across the Nar, stopping to photograph a swan…
Up through the South Gate, across the London Road, through a little known passage and along to Seven Sisters, at which point I entered…
THE PARKLAND
The water by the bandstand is generally good for a few pictures, and today was no exception…
After the bandstand I followed the path the exits the parkland by way of the church of St John the Evangelist, walked up past the train station and on to the second loop of the figure of eight, following another little river in King’s Lynn until the path diverged from it to go past the first of two ponds separated by the width of a road. The river provided a few pics, but nothing was happening in either pond…
From the second pond I followed the road I was round until I reached the path through the meadow that leads to a bridge across Bawsey Drain, on to another path that I followed back towards the town centre. This section of the walk yielded only one picture – a green insect that because of its size I was not sure I would be able to capture…
On the last stage of the walk I got a picture of the model spitfire that currently adorns the Trues Yard museum…
After I was home, I got one final picture of a military aeroplane that flew very low (by the standards of powered aircraft) overhead…
LINKS
My first link is to a document outlining Mr Corbyn’s mental health policy, for which I am using a quote from the document itself – the second bullet point to be precise…
A section on IDS and benefit deaths, a section on the Labour leadership contest and some other stuff including pictures.
INTRODUCTION
This post is about the recent revelations from the DWP of just how many people have died shortly after having their benefits axed – revelations that were carefully timed to coincide with the dissolution honours in an effort to minimize the coverage they got. Having finally had to admit defeat after fighting a long rearguard action against making any revelations at all (well done Mr Sivier and Ms Zolobajluk for your roles in making this happen) they produce the figures at this time of all times!
THE INHUMANE DESPICABLE SOCIOPATH
Others have done a splendid job of publicising the figures already, and most of this section is devoted to linking to the best of the many pieces that this scandal has generated. First however, a couple of pics to set the scene…
This, courtesy of Mike Sivier at Vox Political is devastating revealing of the kind of monster we are talking about.This is a partial acrostic of my own creation – I could not think of sufficiently opprobrious words to link to the secondary letters of each of his names!
When to comes the various articles and other pieces that have been produced, I have to start with the instigator of it all…
I finish with a brief comment of my own: these figures should without a doubt gain IDS the prize of a one way ticket to The Hague – they constitute ironclad evidence of crimes against humanity carried out on a shocking scale.
A PHOTOGRAPHIC INTERLUDE
Here are some photographs from yesterday…
This will be lot 251 in James and Sons September AuctionA close up of the two stamps – a 2d blue (quite rare) and a 1d red/brown (common as muck)
This coin is lot 560A few pictures from yesterday morning’s walk
Close ups of each face of the coin.
Lot 601
THE LABOUR LEADERSHIP CONTEST
This will be a brief section. I am not a part of this process, not because I have been purged (although the Labour right are currently purging with truly Vyshinskian enthusiasm in a desperate bid to win by foul means a contest that are being thumped in by fair means) – I never sought a vote in this contest. I have three links to share:
This piece in the Guardian about the way this leadership election has degenerated. The only time I can recall an election looking sillier than this leadership election has been made to look by those who are hell bent on ignoring the will of the bulk of their support was when Baldrick got 16472 votes – and that was funny on purpose.
A new find for me, scriptonitedaily, provide this account of someone who is precisely the type of person Labour should be looking to win back but who has been purged for having previously voted Green. The piece contains details of a very friendly and constructive exchange with her (Labour) MP.
In this section I have three links that I wish to share that did not belong in the main body of the post. After that I have a request, an advance notice and a closing picture.
My second offering courtesy of Cosmos Up segues naturally to my last link, as it concerns a discovery made by Stephen Hawking.
The Mighty, so often a source of wonderfully inspiring material today provide an account of a cashier who helped when an autistic child was experiencing sensory overload – a story that should not stand out, but in today’s world alas it does.
My request is that everyone who has made it through this post should please share it as widely as possible. In line with this request I encourage you to use anything in this blog post that appeals to you just so long as you, as I always try to, give credit where it is due.
My advance notice is that I am working on a post that will be much longer than anything I have previously offered for public consumption.
Bilbo Baggins was once reduced at a banquet to saying “Thag you very buch” – I now conclude this post by offering the clarfiied version…
The Metropolitan line’s Uxbridge branch, on which Ickenham is located, opened in 1904. The District line started running services along there in 1910, and these were subsequently switched to the Piccadilly line in the 1930s. Central line services were extended to their current western terminus at West Ruislip in 1948.
The two stations are quite close together (about 10 mins walk apart at surface level) and the largest depot anywhere on the London Underground network also provides track connections between them, as it used by the Piccadilly, Metropolitan (Uxbridge) and Central (West Ruislip) lines. Also, unlike some other interchanges that go unacknowledged (e.g Belsize Park and Gospel Oak) it is not especially difficult to think of journeys where this interchange might be useful (Uxbridge to Hanger Lane is one example).
Note the suffix the that the station name of West Ruislip once had.
An account of setting up and running an auction, with references where appropriate to being on the autistic spectrum.
INTRODUCTION
This is an account of yesterday and today (set-up and then the auction itself). Most of the pics are from yesterday – the exceptions are a couple of pictures of items that fared especially well.
SETTING UP AND RUNNING AN AUCTION
Yesterday was the day on which everything for the auction was transferred by van from James and Sons premises to the auction venue, on this occasion the Prince of Wales Suite at Fakenham Racecourse. Once there it had to be laid out to best advantage, and the person most responsible for sorting that out was me. Largely lots were laid out in number order, although there were breaks in the sequences for small stuff and stamp albums which were set up on a set of tables to which only staff were permitted access and also for the prizes (as deemed by yours truly) among the small items which were laid out in glass exhibition case. My ability to carry out this task comes from two attributes both of which are linked to me being on the autistic spectrum – the fact that I am exceedingly comfortable with numbers and the fact that I am very pattern conscious.
Fortunately the friendly and helpful folks who run the racecourse had already put out tables (although we did move a few) and provided us with chairs to set out as we deemed best.
I was able to get back to James and Sons for about an hour after we had finished setting up, and before leaving at the end of the day I disconnected the mouse from my work computer and took it with me because James and Sons do not have a spare mouse and for what I do on auction day, even though I use a laptop a proper mouse is much easier to use than the laptop’s scroll pad.
Here are some pictures from yesterday…
What the venue looked like when we arrived on Tuesday morning.The James and Sons banner.Set up for action tomorrow.The exhibition case.A close up of some of the things in the case.
Lot 160 (front cover item) and lot 94.
AUCTION DAY
I will not state exactly what time this morning my alarm clock was set for – suffice it to say that for some of you it would have been more like a ‘getting in’ time than a ‘getting up’ time. I departed King’s Lynn on the 6:50 bus, and of course at that time of day there was no traffic on the roads, so the bus arrived in Fakenham exactly as scheduled – just after 7:30. The walk from Fakenham town centre to the auction venue, which is quite scenic, occupied a further 20 minutes and as it happened I was the first of the James and Sons team to be at the venue. about 20 minutes later my colleague Andrew arrived and we able to connect all the wiring and get the computers set up for running the auction. In between locating lots for people who wished to see them in the flesh before bidding (a task to which I am well suited because of another of my autistic traits – a near photographic memory which means that I generally know precisely what I am looking for and have a jolly good idea of where it will be) I also carried out sound and video checks and made sure that the computers were working as they should.
The way these auctions work is that David runs the auctions, and has the auctioneers view screen open on his computer. I meanwhile use the live auction app from ATG Media (who run www.the-saleroom.com) and as well as recording bids, making sure that we are on the right lot and addressing any technical issues that may arise it is also my task to alert David to internet bids. I do find both the direct customer service work I do before the auction starts and then being up on the rostrum quite tough, but because it only happens once a month I can manage it.
Although this was one of our smaller auctions, there were a few highlights. Just a couple of examples: Lot 345 was a plastic box chock full of Panini Trade Cards, valued at £20-30 – and the hammer finally came down at £65. Even more remarkable to me, although there had been an inquiry about this item before the auction, lot 532 which was a “Pedigree of Hugh Fenne of Yorkshire” had been valued at £30-40 and sold for £80.
Lot 345Lot 532 in all it’s gloryA close up of the title portion of lot 532Another close up of part of lot 532.
Once the sale was over we then had to load up the van with everything that needed to go back to the shop, go back in to the centre of Fakenham, unload everything into the shop, and then make a trip back to the racecourse for the signs we had put up to advertise our presence, the stools on which David and I had sat at the rostrum and one or two other things.
Fortunately, this was all accomplished in time for me to catch the 15:38 bus back to King’s Lynn (there is a gap in the X8’s schedule meaning that the next bus back after that was not until 17:38 – and that bus can usually be relied on … to be late).
Tomorrow will be largely devoted to updating the database with details of everyone who took part in the auction – and what they bid on and what they won and so on,
aspiblog 