An account of a visit to London for an NAS training session, including Sutcliffe’s Laws of Travelling by Public Transport and lots of photographs.
This post deals with events on Saturday, when I attended a training session for branch officers at NAS HQ in London. Before moving on to the main part of my post I have a small section on…
WHY I AM GLAD THAT MY FIRST POST IN MAY IS AUTISM RELATED
April is Autism Awareness month, and here in West Norfolk we certainly did our part, with our hugely successful Positive Autism Awareness Conference. However it is also important to make it quite clear that autism does not stop at the end of April. Improving awareness, understanding and ultimately acceptance of autism is a year-round task.
SUTCLIFFE’S LAWS OF TRAVELLING BY PUBLIC TRANSPORT
I have never previously set these out in full, so here goes:
Zeroth law: Any journey involving public transport requires careful planning no matter how apparently straightforward it is.
First law: If you allow scope for things to go wrong you will have a quick, clear run.
Second law: If you decline to allow scope for things to go wrong you will have a horror run.
Third law: Because bitter experience has taught them to make allowances public transport users are less likely to arrive late than car users.
Do you recognize the more famous set of laws on which the formatting of this set is based?
The session was due to start at 10AM, which gave two options for which train to catch – the 7:54 and be tight for time or the 6:54 and have time to spare for things to go wrong. In keeping with the first law of travelling by public transport the second option was chosen. The other person travelling from West Norfolk wanted to travel there with me, so we agreed to take the 6:54. On the day preceding the journey I called in at the station to make sure that the service was running as it should be (The branch chair had kindly arranged tickets for us, requiring in return that we make sure to come back with expenses claim forms so that she could reclaim the money). Here are some pictures from this preliminary stage…
We took our places on the train and having allowed for things to go wrong had a clear run to London. Callum’s girlfriend had decided to travel with us so she could have a look round London, and at King’s Cross she and Callum arranged a meeting point before Callum and I head off towards NAS HQ.
A shot out of the train window near Cambridge.
A side view of St Pancras, taken while Callum was arranging a meeting point with his girlfriend
The walking route we were going to follow.
Walking up Pentonville Road (between Pentonville Road, Angel and our London starting point of King’s Cross this was quite a monopoly board journey!) we arrived at NAS HQ almost dot on 9 o’clock, and were the only people there that early. I took some pictures while we waited for others to arrive, including the feature image…
This map is on Pentonville Road, but all the other pictures in this set were taken outside NAS HQ
AT NAS HEADQUARTERS
Alessia, one of the two people running the session arrived a few minutes after we had, and let us in to the building. We took our places in the training room, and examined our training packs…
This pot took a long time to boil.
Note the virtual emptiness of Norfolk on the NAS branches map and the complete emptiness of Linolnshire
The ticket – effectively £6.30 for a day’s unlimited travel in zones 1-6 (a day return is £24)
THE TRAINING SESSION
The training session consisted of presentations and some group activities. I found it to be a very valuable day, definitely worth the early start. The bit I enjoyed most came near the end, when we had to decide whether certain scenarios were things we could do as NAS volunteers, things we could not do or things that we might be able to do. At the end of the session Callum and I went our separate ways, he to meet his girlfriend and I to head back (albeit by a somewhat circuitous route). The pictures I took between here and the concourse at King’s Cross station will be featuring on my London transport themed website, so I shall not share them here.
Apart from providing a few good photos, the return journey was pretty uneventful (yes, on the Saturday of a bank holiday weekend I had two public transport journeys pass without incident), and I arrived back home just over 11 hours after setting off in the morning.
Half of the frontage of King’s Cross train station.
The best-known platform at King’s Cross
Ally Pally through the train window.
Ely through the train window.
Just beyond Ely, a perfect shot of a cross-country train where the routes diverge.
Some social housing related links, pointers to some stuff on http://www.londontu.be and a couple of extra pictures.
This post has two main strands, pointing you in the direction of items on my website, www.londontu.beand also sharing links to some excellent articles on social housing in the wake of Cameron’s announcement regarding “sink estates” this weekend.
SOCIAL HOUSING ARTICLES
The social housing situation in West Norfolk, where I have lived since December 2005, is such that I was unable to find social housing for myself, and was only ultimately able to move into a place of my own by renting privately. Thus, my first concern with the Cameron plan as announced is that we have not been told what effect it will have on the overall availability of social housing (though we can all guess, given the Tory record on this issue, and Mr Cameron’s steadfast refusal to give a straight answer when questioned). The second and more serious concern is the laughable inadequacy of the £140 million figure quoted by Cameron if the intention was actually to improve the situation, rather than opening up another front in the Tories ongoing war on social housing. A housing estate a stone’s throw from my own flat in King’s Lynn has recently seen a redevelopment project stutter to a halt because £10 million proved insufficient for the purpose. More detail on the Hillington Square project is available on their official website.
That is enough of me on social housing, now for some links:
Finally, I have made use of the fact that the Dafabet Masters, one of Snooker’s triple crown (along with the UK and World championships), is now under way at Alexandra Palace by putting up an appropriate post.
This picture came via google: https://lh6.googleusercontent.com/-rVSI8L_R9pw/AAAAAAAAAAI/AAAAAAAAAOQ/iOf_mQ2ABr8/s0-c-k-no-ns/photo.jpg
A strictly personal survey of the Piccadilly line, with a suggestion for the revival and extension of the Aldwych branch.
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…
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…
Having set the scene, it is time to strap yourselves in for…
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…
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.
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.
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…
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…
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.
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 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.
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.
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…
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.
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.
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.
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.
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…
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.
I have covered the quirky feature of this station in a previous post.
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 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.
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.
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.
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!