An account of final preparations for James and Sons’ November auction.
INTRODUCTION
James and Sons’ November auction takes place at Fakenham Racecourse tomorrow, which combined with the somewhat stressed preliminaries led to the title of this post.
A CHANGE OF VENUE
Firstly, a miscommunication led to this auction being held in the Long Bar rather than the Prince of Wales Suite. Then when we arrived at the venue with the items for auction (as the picture below shows this was a very full van load) it was in state of disarray.
This is a full van load.
The next hiccough was the necessity of running a long cable from a building with an internet connection into the Long Bar, which involved stretching it across a bit of road that was due to be used by caravans, but some metal supports of the type more usually used for putting up shelving came in handy to provide a secure guard for that bit of wiring…
Here is one we made earlier!A close up of one section.
Also, the Long Bar has a very antiquated heater, which had clearly not been used in a long time.
I had a picture to take to resolve a query and also located a lot that had not previously been imaged…
This was the image used to resolve the query.This lot had not been imaged.
I also in odd quiet moments got some pictures from the Long Bar, and on the way back to the shop took a few pictures through the open window of the van…
This horse turned its head at the key moment, so the white flash down the front of its head is not visible here.
BACK AT THE SHOP
Back at the shop I had some big stamp lots for our December auction (on the 14th) to attend to, and was then required to buy some paper (there is a stationer down the road who sells plain A4 at £17 for five reams).
The box with the books in had fallen to the floor shedding some of its contents, so had to be dealth with as a matter of urgency.
I have lots of new pictures, relating to the James and Sons’ August sale (Wednesday 31st). Today’s imaging has involved two types of item…
MILITARIA
You will notice that one item that has been included with militaria is actually not so, but most of these items do count as militaria…
Lot 197Lot 198Lot 199Lot 200Close-ups of both sides of the medallionEven closer-up of the ‘heads’ sideEven-closer up of the ‘tails side’The non-military item.close-up of the heads sideclose-upf of the tails side.Lot 202The cover of lot 202Lot 203close-up of the medal faceseven closer-up of the obverseeven closer-up of the reverse
Now it is time to move on to the other auction items I had to image…
EPHEMERA/ BOOKS
This section starts with lot 361, which can be thought of as an anatomisation of a rolls-royce…
The rest of the items were not quite this impressive, but there were a few other good moments…
Lot 362362-a – this mag still has it’s fold out poster (highly unusual)366366-a (again still has it’s fold out poster)Lot 372 – a box full of old calendars – I chose to showcase this one.From the very early history of cricketEngland recorded an innings victory in this match, Arthur Shrewsbury battimg six hours for a then Englan d record score of 164The Gabba over 60 years ago.Lot 376 – a scrapbook featuring cars376-a377377-aLot 551 – a remarkable album551-b551-g
EBAY IMAGES
In addition to the auction lots I had to image a few records for sale on ebay (the pictures I have included were only some of the records I imaged).
Yesterday was James and Sons’ May auction, at Fakenham Racecourse, and today we had a badge sale at our shop in Fakenham.
WEDNESDAY
Our main auction was blighted by problems with the internet connection at the venue. Eventually we relocated the auction itself to Cool Roxy, the owners and trainers bar, while leaving the stock in the Prince of Wales Suite. This left us way behind schedule. Nevertheless, the sale was very successful, with five pieces of postcard artwork accompanied by sample postcards by a man called Twelvetrees selling phenomenally well, some old vinyl records selling well (a Black Sabbath recording went for £340), and many other items faring well. Among the lesser lights a book of photographs from King’s Lynn’s past went for just £4 (it goes well with my substantial digital archive of pictures from King’s Lynn’s present thank you), while a Cornwall Polytechnic Society medallion featuring a bust of James Watt (he after whom the unit of power is named, and who along with his distant predecessor Heron of Alexandria, his closer predecessor Thomas Newcomen and his near contemporary Richard Trevithick played a key role in the development of the steam engine, the first power source for locomotives) went for £11. In amongst all this I had to get images of the reverse sides of the some of the badges being sold today to resolve queries.
Overall, the early problems not withstanding it was a successful day, and here are some photos…
These helmet plates all did well
The model aerolplane was another success
The model soldiers (of which we had vast numbers in various lots) also went down well.
These mounted soldiers were one lot
The Twelvetrees artwork and sample postcards referred to in the text.
This map piqued my interest but was beyond my means.
This barometer has seen almost as many auctions as I have, but this time it found a buyer.
Had this been being sold individually instead of as part of a much larger lot I would have been interested.
A plastic case full of fishing flies, of which this is just a sample, sold.
The medallion referred to in the text.
TODAY
Today’s sale proceeded smoothly. Although no huge prices were recorded a number of items did better than expected. Overall therefore I think we can say it was a successful week, although very draining (especially yesterday).
An account of James and Sons April auction, a plug for a petition to honour the Hillsborough campaigners and some photographs.
INTRODUCTION
The day before yesterday, at the Maids Head Hotel in Norwich, James and Sons had their April auction. Overall, the auction was a great success. Although the number of internet bidders did not equal that for the March auction, there were 180 internet bidders, and this was a one day sale whereas March had been a two day affair. I will also be sharing some other stuff, including photos, at the end of this piece.
GETTING THERE
My travel expenses have recently gone down, due to the introduction of an all-day ticket which covers travel on any Norfolk route save the Coast Hopper and costs £5.50. This did mean that I could not get to a Norwich auction as early as if I were to use the X1 route (run by a different bus company, therefore ipso facto not covered) but it was still a seriously early start, as I had to be on the first bus of the morning, at 6:10AM to arrive early enough to do everything that I had to do for the running of the auction. The run to Norwich was thankfully, save for the inevitable bottleneck near Hellesdon Hospital, a very clear one, and the bus arrived exactly on schedule.
HIGHLIGHTS FROM THE AUCTION
As I have indicated, this auction was a very successful one. The principal highlights according to my method of evaluating these things were in ascending lot number order:
Lot 78, a collection of British banknotes in a tin, valued at £30-40, sold for £65
Lot 87, a Lebanese 1 Livre note with a lilac overprint, valued at £25-30, sold for £45
Lot 232, an R101 Royal Airship Works cloth cap badge, estimated at £75-85 and sold for an eye-popping £170.
Lot 263, an Imperial German WI Zeppelin commemorative badge, estimated at £55-60, sold for £120
Lot 268, a British WWII Commandos Middle East cap badge (brass), estimated at £20-25, sold for £48
Lot 270, a WWI aerial flechette dart as dropped on enemy soldiers, estimated at £15-20, sold for £42
Lot 680, a postcard of the 1906 New Zealand rugby team, estimated at £10-20, sold for £45
Lot 714, a Victorian scrapbook assembled by Harriett Riches of Trunch, estimated at £40-50, sold for £90
Lot 715, a Victorian/ Edwardian scrapbook, estimated at £30-40, sold for £90 to the the same person who bought lot 714.
Here is a ’tiled mosaic’ of images of these lots – to see an image at full size click on it:
Lot 78
Lot 232
Lot 263
Lot 268
Lot 270
Lot 680
The main image of 714
714-a
714-b
714-c
715
PHOTOGRAPHER SNAPS UP THREE BARGAIN BASEMENT BUYS
I had contrived to arrange my breaks from computer work to coincide with periods when lots of interest to me were going under the hammer. The first such lot was number 460:
Don’s mugshot on one half of the stamps, him playing the pull shot (his trademark, and a shot about which he wrote a short piece which features in many a cricket anthology).
This was knocked down to me for £7, and better was to come near the end of the auction…
Lot 711 was a 1904 Erie Railway pass, for which a single bid of £8 sufficed:
The front of the pass.The back of the pass.Both sides of the pass.
Construction started on this railroad in 1835, and the first run along the full length of the route, from Piermont, New York to Dunkirk, New York took place in 1851. More information about this railroad can be found here. Below is a route map:
Lot 717, a print of old London Bridge based on the earliest known drawing of that structure, which is in the Pepys collection, attracted no interest from anyone save me, and was knocked down for £5:
A CALL TO HONOUR THE
HILLSBOROUGH CAMPAIGNERS
27 years ago 96 people lost their lives at Hillsborough football ground. Through most of this period people seeking justice for the dead faced a media and governments that were almost uniformly hostile to them, while the police force involved consistently refused to accept responsibility for the disaster. At long last, after a full inquiry and inquest into the deaths it has been established that these 96 people were unlawfully killed and that blame for their deaths lies squarely with the police. Just this morning I found out about a petition on38 Degrees to honour the campaigners who have fought so hard for this outcome. They are far more worthy of being honoured than many who have already been honoured (As a resident of King’s Lynn I think of Sir Henry Bellingham MP, apparently knighted for the great feat of having attended the same school as the prime minister, albeit at a different time). If you share my view…
Does this look like the start of a public footpath to you? It is, and you are looking at one reason why the developer who perpetrated this (with whose name I shall not sully this blog) are personae non grata in King’s Lynn
My contribution to this document was to scan the postcard that appears on the front cover.This is the only example of this particular £2 coin that I have thus far seen. I approve of commemorating Darwin, but not necessarily of the chosen picture (a Galapagos tortoise, or finch, or a map of the Galapagos islands would have been my choice).
A brief account of today at work and a plug for the Green Party manifesto in the upcoming London mayoral elections.
INTRODUCTION
As well as details from today at work I have something else to share which will be revealed later.
THE APRIL AUCTION
Last week James and Sons had its March auction, which attracted unprecedented interest among online bidders, with almost 300 registering to bid. The April auction catalogue is available in print and can now be viewed online by clicking here. Today featured an big effort to get the imaging done, with the result that most lots now have their accompanying image or images. Some of the highlights from today’s imaging now follow…
GREEN MANIFESTO FOR LONDON MAYOR ELECTION LAUNCHED
The Green Party manifesto for the London Mayoral elections in 30 days time is now out, and very impressive it is too. Here are some links for you to follow up:
A few of the images that feature in today’s post were done on Tuesday, most today. All are of items that will be going under the hammer on April 27th. We aim to have our catalogues ready about one month before the sale, which with a two-day sale coming up on the 30th and 31st effectively means that I have tomorrow and next week at my disposal for imaging.
A WIDE RANGE OF IMAGES
I will start with the images from Tuesday that I considered worth sharing…
Heptagonal coins are of course commonplace in this country – heptagonal medals less so.Close ups of each face of lot 206
Today’s images cover a wide range of interests, and I will deal with the best of them by category…
MILITARIA
These items are in 250s to low 300s, so will go under the hammer near the end of the second hour of the auction…
The first four images are of lot 241
The next four images are lot 251
This lot is not of course militaria, but it was in amongst a box of militaria and was the only book of the day.
Given that we (James and Sons) are Norfolk based this picture had to be selected)
The cricket pic got in by way of ‘photographers privelege’!
This picture is by John Constable – ’nuff said
And completing the gallery for lot 259 this quirky oval picture
Lot 292 – a four image gallery.
Lot 300 – a spitfire badge
Lot 312 (four images)
Lot 313
Next up in today’s whistle stop tour are some bulk postcard lots…
This vast collection fo postcards came by post from Belgium!
The bulk of lot 634
The best of lot 634
To finish, some interesting miscellaneous items…
Some interesting pewter (I think it is pewter anyway)
Lot 703 – a collection of old tins
The glass front on this on is still clear enough that you can see trhe camera lens reflected in it!
The title of this post comes from the title of Piers Connor’s history of the District Line, which is getting the aspiblog treatment this week…
HISTORY
As with that of it’s second youngest, the Victoria, almost precisely a century later, London’s second oldest underground line’s initial opening occurred in three phases between 1868 and 1871. After the third and final phase of opening the Metropolitan District Railway (as it was officially called at that time) looked like this:
A running theme of these early years were squabbles between the District and the Metropolitan over the completion of The Inner Circle (now the Circle line) and who could run their trains where. In the 1870s the District started producing maps for the benefit of their passengers, as these pictures show…
I do not know what these very early maps looked like, but here is a picture of my facsimile of a pre-Beck geographical map…
The Richmond and Wimbledon branches were both opened during the 1870s, followed by branches to Hounslow (the origin of the Heathrow branch of today’s Piccadilly line), Uxbridge (again handed over to the Piccadilly in the 1930s) and between 1883 and 1885, before being pared back to Ealing Broadway, Windsor (more on this later). The current eastern terminus of Upminster was reached (by a grant of running powers rather than new build) in 1902, and for a brief period as this reproduction postcard shows occasional District line trains ran to Southend and Shoeburyness…
Additionally, a branch to Kensington Olympia was created, which linked to a corresponding branch south from whatt is now the Hammersmith and City. Also, sometimes services ran from the district line north of Olympia to Willesden Junction. Additionally, there was a spur to South Acton and even briefly a terminus specifically to serve Hounslow Barracks.
In the 1930s a lot of the western services (Hounslow and Uxbridge specifically) were transferred to the Piccadilly line, while the Hounslow Barracks service ceased to exist, and the South Acton spur was abandoned.
Nevertheless, with main western termini at Wimbledon, Richmond and Ealing, and a cross branch serving Wimbledon, Edgware Road and Kensington Olympia the District remains a very complicated line.
SPECULATIONS
Although I leave the eastern end of the line unchanged, my suggestions for the District involve some very dramatic changes. My plans for the Wimbledon, Edgware Road and Olympia branches will form the subject of a later post, and for the moment I will settle for saying that these branches would cease to form part of the District line, and that as with my changes involving branches that would remain part of the District line the plans involve making use of a feature that might otherwise be problematic (see The Great Anomaly), the fact that being one the older lines, this line was built to mainline specifications. Although my plans for the Richmond and Ealing branches are big, they involve only a small amount of new track – enough to link the lines that serve Windsor and Eton Riverside and Windsor and Eton Central forming a giant loop at the western end of the line. This loop would link with my suggested London Orbital Railway at Staines and at West Drayton. Thus in place of the current fiendishly complex District Line there would be ‘horizontal frying pan’ line, with Upminster to Turnham Green serving as the handle in this model. It would also make possible a reissue with appropriate modifications of this old poster…
A GUIDED TOUR OF THE PRESENT-DAY DISTRICT LINE
From Richmond to Gunnersbury the District and London Overground share a route, which features one of only two above-ground crossings of the Thames on the entire network (the other is Putney Bridge – East Putney on the Wimbledon branch of the District). Richmond features a deer park, as advertised on this old poster…
Kew Gardens actually has a pub that is built into the station, and serves a world famous botanic garden…
Gunnersbury is not very significant, although the flying junction that this branch forms with the rest of the District line just beyond here and just before Turnham Green is very impressive, to the extent that it too has featured in a PR campaign back in the day…
The section from Ealing Broadway to Acton Town includes a depot which features the steepest gradient on the system at 1 in 28 (passengers are not carried over this gradient – the steepest passenger carrying gradient is 1 in 32). At Ealing Common the District and Piccadilly lines converge, not to diverge again until the Piccadilly goes underground just east of Barons Court and even then, the Piccadilly follows the District at a deeper level until South Kensington. Between Acton Town and Turnham Green the District calls at Chiswick Park. After Turnham Green the District has stations at Stamford Brook and Ravenscourt Park. From the latter the remains of the viaduct that once carried trains from what is now the Hammersmith and City lines onto these tracks can still be seen. Beyond Hammersmith and Barons Court the District calls at West Kensington before arrving at the grand meeting point of Earls Court. Immediately east of Earls Court is Gloucester Road (pronounced glos-ta not glue-cess-ta – Americans please note), which at platform level has been restored to something like it would have looked in 1868, while the frontage at surface level is as nearly restored as the creation of a new shopping centre permits…
The inside back cover of the Piers Connor book – a look along one of the restored platforms at Gloucester Road.From London Underground: The Official Handbook, a picture of Gloucester Road at surface level.
One stop further east at South Kensington is an original shopping arcade of the sort that several stations were provided with back in the day, complete with some splendid decorative ironwork (pictures photographed from London underground: The Official Handbook…)
One stop on from South Kensington is Sloane Square, which I remember from growing up in London is the station that served Peter Jones (a huge department store). Also, a large pipe above the platforms here is the only routinely visible sign of the river Westbourne (for more detail click here). From Sloane Square, the line visits Victoria (the ultimate transport hub). We are about enter a section of the journey featuring a lot of landmarks, so I will be giving each station I cover a section heading, starting with…
ST JAMES PARK
This station is the local station for London Underground’s official headquarters, located at 55 Broadway. It is also, along with Temple and Mansion House one only three stations on this section if the district to be served only by the district and circle lines.
WESTMINSTER
The local station for the Houses of Parliament and Westminster Abbey (officially the Collegiate Church of St Peter). The Abbey was originally founded by Edward the Confessor, who reigned from 1042-1066. While many look askance at the amounts of money trousered by folks in the House of Commons these people are at least elected, whereas in the House of Lords large sums of money go to people who are not elected, some of whom barely bother to attend and the vast majority of whom have demonstrated time and again that they are a waste of space. Even Baron Kinnock of Bedwelty, who has personally profited hugely from the existence of the House of Lords reckons that it is ripe for abolition. Since the opening of the warped (I will not dignify it with the word modified) Jubilee line extension in 1999 there has been an interchange here.
EMBANKMENT
The station that has been through more name changes than any other on the system (people couldn’t decide whether Charing Cross, Embankment or both should be emphasised). The issue was put to bed for good in 1979 when the Jubilee opened, and its Charing Cross terminus created interchanges with what had previously been separate stations, Trafalgar Square on the Bakerloo line and Strand on the Northern, which meant that with Charing Cross definitively settled on for the marginally more northerly of the stations, this one had to be plain Embankment. The Embankment from which this station takes its name was designed as part of the building of this line by Joseph William Bazalgette, who also designed London’s sewer system. His great-great grandson Peter is a well known TV producer with some good series to his credit and Big Brother to his debit. This, photographed from the Piers Connor book is a diagram of the profile of the Embankment…
TEMPLE
This is the only station name to feature both on London Underground and the Paris Metro (it also features on the Hong Kong network). In the days before the Aldwych branch of the Piccadilly line was axed there was an interchange here, as Temple is very close to Aldwych.
BLACKFRIARS
A station which derives its name from the Dominicans, who were referred to as black friars because of the colour of their habits. There is an interchange with both Thameslink and South Eastern here. Also, it is one end point of short scenic walk, which takes in a bridge over the Thames, Gabriel’s Wharf, The Oxo Tower, the Bernie Spain Gardens and the vast collection of attractions that between them constitute The South Bank, finally ending at Waterloo. Also if you go East instead of West after crossing the river you can take in the ruins of Winchester Palace (the former London residence of the Bishop of Winchester) and Clink Street, once home to a prison so notorious that ‘clink’ became slang for prison, a building that now houses London Dungeon, ending at London Bridge (you could continue yet further east – to Greenwich or even Woolwich were you feeling strong). I have done Waterloo – London Bridge and also Greenwich-London Bridge, and indeed Woolwich-Greenwich, so all these indvidual stretches are comfortably manageable. Also in this part of the world is Sainsbury’s main post-room where I once temped for a week (giving the agency feedback I took the opportunity to make it clear that I would not take any more work in that particular establishment – it was hell).
MANSION HOUSE
This name is either contradictory (a mansion is different from a house, being much larger) or tautologous (a mansion in a kind of large house) depending on your definitions. From 1871-1884 it was the eastern end of the District. The building after which the station is named is “the home and office of the Lord Mayor of the city of London” – an office filled four times by Richard Whittington (for once the story underplayed the the truth) in the fourteenth century.
CANNON STREET
A mainline rail terminus, albeit not a very significant one.
MONUMENT
I mentioned this station in my post about the Central line because it is connected to the various lines that serve by Bank by means of escalators. This interchange was first created in 1933, but the current arrangement dates only from the opening of the Docklands Light Railway terminus at Bank.
TOWER HILL
I have given this station an individual post to itself. From here the Circle and District diverge, the Circle going round to Aldgate while the District heads to Aldgate East. It is also at this point that I abandon for the moment separate station headings.
THE EASTERN END OF THE LINE
At Aldgate East the Hammersmtih and City line joins the District and they run together as far as Barking. In between Aldgate East and Whitechapel there used be a line connecting to Shadwell (formerly East London Line, now London Overground). Whitechapel has been in the news recently because a museum that was given planning permission on the basis of being dedicated to the women of the East End turned out when it opened to be dedicated to Jack the Ripper. This has been the subject of a vigorous 38Degrees campaign seeking both to get the monstrosity closed and to establish a proper East End Womens Museum. Some of those involved in the campaign met with the mayor of Tower Hamlets recently, and he has apparently been sympathetic and has confirmed that he too is unhappy with the way the planning process was subverted by an act of calculated dishonesty. Beyond Whitechapel, the line has an interchange with the Central line at Mile End which is unique for an interchange between ‘tube’ and ‘subsurface’ lines in being cross-platform and underground, Bow Road, which has an interchange with the Docklands Light Railway station at Bow Church is the last station on the line to be in tunnel. East of Bow Road the line rises on a 1 in 45 gradient to emerge into the open some way before Bromley-by-Bow. West Ham is nowadays a major interchange, featuring mainline railways, the Jubilee line, the Docklands Light Railway (this section which runs from Stratford to Woolwich was once part of the line that became the nucleus of London Overground, which originally ran from Richmond to North Woolwich, but now terminates at Stratford) and of course the District and Hammersmith & City lines. The main line railway runs side by side with the District to Upminster, and then continues to Southend and Shoeburyness. Upton Park is until 2017, when the club in question move to the Olympic Stadium, the local station for West Ham United’s home ground. Barking in the eastern limit of the Hammersmith & City, also the terminus of London Overground branch from Gospel Oak and an interchange with mainline railways. Upminster is the easternmost destination currently served by London Underground.
EDGWARE ROAD, OLYMPIA AND WIMBLEDON
For this section I will be reverting to individual headings for station names…
EDGWARE ROAD
A four platform station, where the Hammersmith & City line and the District and Circle lines meet (do not be fooled by the fact that both have stations called Paddington). This is the only one of the original 1863 stations to be served by District line trains.
PADDINGTON (PRAED STREET)
Why have I given this station a suffix that does not feature in it’s current title? Because the current plain “Paddington” designation is misleading – although the interchange to the Bakerloo line’s Paddington is a sensible one to have, you do far better for the mainline station and Hammersmith & City line to go on one stop to Edgware Road, make a quick cross-platform change to the Hammersmith & City and arrive at platforms that are structurally part of the mainline railway station (the two extra stops – one in each direction – plus a cross platform interchange taking less long between them than the official interchange up to the mainline station from here. Therefore to avoid misleading people the title of this station should either by given a suffix or changed completely, and the only interchange that should be shown is that with the Bakerloo. I have previously given Paddington a full post to itself, but failed to make the foregoing points with anything approaching sufficient force.
BAYSWATER
This station is on the north side of Hyde Park, and like the two on either side of it still has the same style of roof over the platforms as when it opened – a style now not seen anywhere else on the system.
NOTTING HILL GATE
I refer you to my previous post devoted to this station.
HIGH STREET KENSINGTON
This is the point at which this branch of the District diverges from the Circle line. The District branch continues south to the “Crewe of the Underground”, Earls Court, while the circle goes round to Gloucester Road (this section of track features in the Adventure of the Bruce Partington Plans, being the point at which the body of Arthur Cadogan West was fed through a rear window of a flat occupied by one Hugo Oberstein onto the roof of a conveniently stationary train, where it remained until being shaken off at Aldgate. Mycroft Holmes was sufficiently discombobulated by the case to change his routine (a thing so rare that his brother the consulting detective Sherlock Holmes likened it to seeing a tram car in a country lane) and pay a visit to Baker Street to seek assistance.
OLYMPIA
Trains to all manner of destinations pass through this station, but for the District it is a mere side branch..
WEST BROMPTON
An interchange with a London Overground branch. This station is fully open to the elements, as are all the others we have still to pass through.
FULHAM BROADWAY
The local station for Chelsea FC’s home ground, Stamford Bridge.
PARSONS GREEN
This would become a District line terminus, with an interchange to the new Hackney-Chelsea line, under official plans. In my personal ideas for the future it would be an interchange point but no terminus.
PUTNEY BRIDGE
The local station for Fulham FC’s home ground, Craven Cottage. This would also be the best station to travel to if you wished to catch the Boat Race, second oldest of all the inter-university sporting contests.
Like some the other posters I have displayed in this post this one would need adapting, but it could certainly be reissued.
The oldest of all the inter-university sporting contests is the Varsity Cricket Match, first played in 1827, two years before the first Boat Race took place.
EAST PUTNEY
This station is the first of a section that used to be mainline railway.
SOUTHFIELDS
Another stop with a sporting connection – this is the local station for the world’s most famous tennis championship – Wimbledon. Although I have already given this station a full post, I show this picture again…
WIMBLEDON PARK
The second to last stop on our journey.
WIMBLEDON
As we approach this station, we first join up with the mainline services from Waterloo coming in from Earlsfield, and then with Thameslink services coming in from Haydons Road. Wimbledon is also one terminus of the London Tram system. Along the north side of the tracks as one approaches Wimbledon runs Alexandra Road, and we pass underneath a bridge carrying Gap Road across the tracks to a junction.
ODDS AND ENDS
I have a few promotional pictures still to share, and some maps to round out this post. Other than that, I hope you enjoyed the ride…
The District line and its history.The District line and its connections.Close focus on the two Windsor branches that I would incorporate into the District making a loop at the western end.
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.
INTRODUCTION
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.
HISTORY
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)…
The western extension did come into being as far as West Ruislip, and the mainline railway still calls at Denham on its way to High Wycombe, although there is no station at Harefield Road. The eastern extension happened as shown, although Blake Hall was closed down in 1982, and the entire stretch from Epping to Ongar in 1994.
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).
SPECULATIONS
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.
TRANSITION POINT
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.
THE JOURNEY
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):
WEST RUISLIP
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”
SOUTH RUISLIP
The point at which the railway into Marylebone diverges from the Central line.
GREENFORD
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).
HANGER LANE
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)…
EALING BROADWAY
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).
WEST ACTON
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.
NORTH ACTON
The point at which, in our direction of travel, the Ealing and West Ruislip branches merge.
WHITE CITY
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…
MARBLE ARCH
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.
BOND STREET
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…
OXFORD CIRCUS
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…
ST PAULS
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.
BANK
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
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.
MILE END
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.
STRATFORD
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).
LEYTON
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.
LEYTONSTONE
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
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.
The Dorling Journey
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…
EPPING
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…
The title section of this post refers to today’s activites at James and Sons, but I also have some important links and quality infographics to share. On the subject of sharing, I hope that some of you are encouraged to share this post.
ADVERTS AND IMAGING
Today was productive, but not as productive as it might have been due to the fact that my efforts on the imaging front were interrupted by the need to send a couple of very basic adverts to the Diss Express and the Bury Free Press respectively about collector’s fair. A copy of one of the ads is below and I will provide links to the original word documents for both…
COLLECTORS FAIR AND AUCTION VALUATION DAY
WEDNEDAY 5TH AUGUST
STOWMARKET FOOTBALL CLUB 10AM TO 3PM
A wide range of coins, stamps, postcards,
banknotes, militaria etc. for sale.
The imaging workload was nicely varied, featuring most kinds of item we sell save for militaria…
COINS
The coin lots I choose to share come in the form of high resolution scans…
STAMPS
The stamps were all in albums and hence required the use of the camera…
EPHEMERA AND TOYS
These items were also done with the camera, and apart from a few football programs I will sharing the full range. The items categorised as toys are actually as you will see collector’s models – not intended to be played with…
This gazeteer is not in great nick but then it is over 250 years old
POSTCARDS
To end the section on today at work, some more scans, this time of postcards…
LINKS
I do not have as many links as sometimes, but they are all very important, starting with…
CECIL THE LION
This is a story about a self-indulgent rich bastard (I make no apologies for the strong language – I do not often resort to it) from Minnesota named Walter James Palmer and an African icon. The circumstances of this particular piece of “trophy hunting” – Mr Palmer apparently has a long history of such activities – have generated it vast international publicity. The lion was decoyed out of the protected area in which it lived by bait, shot with a crossbow and ultimately finished off with a rifle – all so a rich American could indulge his perverted sense of fun. I have two links for further information about the story:
My first infographic comes with a link this article on Discover…
Next, a return to the Telegraph – unlike the story which I am told was big and bold this correction was tiny and in the bottom corner of a page, so I am giving it a bit of extra exposure!
Finally to end this post two excellent infographics relating to the Conservative Party…
Welcome to the next post in my series “London Station by Station“. I hope that you will enjoy this post and be enocuraged to share it.
A RAPID ASCENT
The two stations in my title are neighbours on the Edgware branch of the Northern line. Hampstead is the deepest station on the entire network, 192 feet below the surface, and it is just north of this station towards Golders Green that the deepest point anywhere on the system is reached, 221 feet below the surface of Hampstead Heath. Yet Golders Green, the very next station, is at surface level, open to the air.
Part of the explanation for the juxtaposition that introduced the body of this piece is that the gap between the two stations is quite a long one – an intermediate station was excavated at platform level but never opened…
Golders Green was the original northern terminus of the Charing Cross, Euston & Hampstead Railway (now part of the Northern line) when it opened in 1907 and is still the site of the Northern line’s main depot.
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