In my previous post here I indicated that there would be a number of new posts appearing on my London Transport themed website. I now provide links to them.
Each link will come in the form of a screenshot…
Screenshot links to all four of my new posts on http://www.londontu.be
In my previous post here I indicated that there would be a number of new posts appearing on my London Transport themed website. I now provide links to them.
Each link will come in the form of a screenshot…
A link to my latest post on http://www.londontu.be
I am giving you a link to my latest post on http://www.londontu.be, and two extracts. Please note that the original contains lots of pictures.
While on twitter I spotted a tweet about a development called Woodberry Wetlands and being impressed by what I saw decided to do some digging. I soon established that the site is practically next door to Manor House station, and it did not take much longer, having located anofficial website to decide that this was something entirely worthy of my support – cherishing nature while being deep within the capital city. For those who (like me) do twitter, they have a presence there too…
My second extract is….
There is historical precedence for name changes on the Piccadiilly line – the name of Gillespie Road station was changed to Arsenal at the request of the club’s then general manager Herbert Chapman. I respectfully suggest that this project outweighs a mere football club in importance and that TFL would be well advised to at least consider changing the name of Manor House station to Woodberry Wetlands (effective from May 1st)….
The District line gets the aspiblog treatment.
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…
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.
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…
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…
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…
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.
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.
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…
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.
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).
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.
A mainline rail terminus, albeit not a very significant one.
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.
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.
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.
For this section I will be reverting to individual headings for station names…
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.
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.
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.
I refer you to my previous post devoted to this station.
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.
Trains to all manner of destinations pass through this station, but for the District it is a mere side branch..
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.
The local station for Chelsea FC’s home ground, Stamford Bridge.
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.
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.
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.
This station is the first of a section that used to be mainline railway.
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…
The second to last stop on our journey.
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.
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…
An account of the Metropolitan line with some bold and imaginative suggestions for the future.
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.
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…
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).
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…
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).
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.
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…
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.
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.
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.
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.
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…
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.
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).
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.
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).
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.
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.
A brief account of one of London Underground’s unacknowledged interchanges.
Welcome to the latest post in my ongoing series “London Station by Station”. On this occasion we feature…
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).
Welcome to the latest post in my series “London Station by Station“. This one is a little bit of a departure from the standard because it takes in three separate stations. I hope that you will enjoy it and will be inspired to share it.
The triangle of the title has Gloucester Road, Earls Court and High Street Kensington at its corners. The first two stations are also served at tube level by the Piccadilly line. High Street Kensington and Gloucester Road both opened in 1868 under the aegis of The Metropolitan Railway. The first station was opened at Earls Court in 1871, and replaced with the present one in 1878. Both the Piccadilly stations were part of the original section of that line that opened in 1906.
The curve of track from Gloucester Road to High Street Kensington, now used exclusively by Circle line trains, plays a role in a Sherlock Holmes story, The Adventure of the Bruce Partington Plans, because at that time there were flats overlooking the line in that area, and Holmes was able to work out that the German agent Hugo Oberstein lived in one of them, and from that how the unfortunate Arthur Cadogan West had made his involuntary entrance to the underground system.
These days the land above triangle sidings is occupied by a Sainsbury;s supermarket.
The complexity of this section is largely down to Earls Court being the chief hub of the District line. Trains leave Earls Court going East to Upminster, North to Edgware Road, Northwest to Kensington Olympia, South to Wimbledon, West to Turnham Green, whence some services go south to Richmond and others continue West to Ealing Broadway. Platforms 1 and 2 carry trains to Upminster and Edgware Road, while all the other services, which for London Underground purposes are going in the opposite direction leave from platforms 3-4.
To finish this post I have some maps pics and a couple of photos from London Underground: The Official Handbook…
Welcome to the latest post in my series “London Station by Station“. I hope you will enjoy this post and will be encouraged to share it.
Southgate opened in 1933, as part of a northern extension of the Piccadilly line. The location is notable for two things, one underground and one a sporting connection.
As this picture from London Underground: The Official Handbook shows, the platform at Southgate is one from which you can see daylight.
This quirk, unique for a tube tunnel (although the cut and cover tunnel at Hounslow West has the same feature), is because the station is in a small hill, which the line burrows through. Apart from the tiny stretch including Southgate station, the Piccadilly is in the open from Arnos Grove to Cockfosters.
There were no fewer than seven cricketing brothers named Walker who came from Southgate. Vyell Walker, the most famous of the seven achieved an astonishing feat in 1859 when he scored a century and then followed up by taking all ten of his opponents wickets in the next innings. In the whole subsequent history of first class cricket only W G Grace achieved the feat.
The cricket ground at Southgate still bears the Walker family name, and Middlesex sometimes play county games there.