A little bit more detail on my latest acquisition.
Those of you who read my post about James and Sons last auction of 2017 will recall that I secured a collection of copies of Acts of Parliament relating to the development of railways. I am now going to provide a little more detail about each item in that collection.
LOT 544 ACT BY ACT
I am going through these documents in the precise order in which I came across them when I photographed them individually on Friday, starting with…
FARNHAM AND ALTON
The section of line this refers to is a branch that diverges from the main line towards Basingstoke and Salisbury at Brookwood, calling at Ash Vale, Aldershot, Farnham, Bentley and Alton. These days there is also a side branch from Aldershot to Ash, Wanborough and Guildford.
This little branch, which is still very much in service today diverges from the main line at Surbiton and has only two further stations, Thames Ditton and Hampton Court. More information about Hampton Court itself can be found here. I cover a potential use for this branch as part of a greater whole in this post.
EGHAM AND CHERTSEY
This branch, which diverges from the Waterloo-Reading route at Virginia Water has stations at Chertsey, Addlestone and Weybridge, the last named of which offers an jinterchange to the main London-Portsmouth route. This branch, still very much in service, is a part of my envisioned London Orbital Railway.
ARRANGEMENTS WITH OTHER RAILWAY COMPANIES
Rather than dealing with specific infrastructure plans this one seeks to provide the London & South Western with powers to make arrangements with other railway companies. The necessity of bills of this nature, and the fact that on many occasions the companies concerned were at such loggerheads with each other as to be chiefly concerned with doing one another down rather than with providing the best possible service hints at serious weaknesses with having railways in private hands.
READING, GUILDFORD AND REIGATE
This is a substantial line, running in fact from Reading to Redhill, one stop beyond Reigate, and these days having a southern spour from Redhill to Gatwick Airport. There are intermediate stations at Earley, Winnersh Triangle, Winnersh, Wokingham, Crowthorne, Sandhurst, Blackwater, Farnborough North, North Camp, Ash, Guildford, Shalford, Chilworth, Gomshall, Dorking West, Dorking Deepdene and Betchworth.
This was a matter of gaining access to a major London terminus. Today London Bridge remains a very major station, with interchanges to London Underground’s Northern and Jubilee lines.
WHITCHURCH, ANDOVER & SALISBURY
This refers to the section of line that heads west from Basingstoke calling at Overton, Whitchurch, Andover, Grateley and Salisbury.
GUILDFORD, FAREHAM AND PORTSMOUTH
This covers half of the line between Portsmouth and Southampton on todays network and the stretch from Portsmouth to Guildford which goes by way of Fratton, Hilsea, Bedhampton, Rowlands Castle, Petersfield, Liss, Liphook, Haslemere, Witley, Milford, Godalming and Farncombe.
RICHMOND TO WINDSOR
Both the Hounslow loop and the line to Windsor are still very much part of the network. This is one of two lines to Windsor, the other of which runs as a shuttle service between Slough and Windsor. These two branches which currently have terminuses so close together feature in a scheme I have in mind for the District line.
STAINES TO WOKING AND WOKINGHAM
These days there is no direct connection from Staines to Woking. The other route, with stations at Egham, Virginia Water, Longcross, Sunningdale, Martins Heron and joining the western end of the Reading and Reigate line referred to earlier at Wokingham. When I attended Richmond Upon Thames I sometimes used trains travellingf this route because they used to go non-stop between Richmond and Clapham Junction. In those distant days the rolling stock had doors that had to be opened and closed by hand – no push buttons on that line, and it needed either considerable care or a willingness to make a very loud bang to be sure that the doors actually were closed.
WIMBLEDON TO CROYDON
This little line is now the northern spur of London Tramlink. For more detail on this line and its possible role in a wider scheme go here.
This can be though of as tying up a loose end, and the arrangements still hold to this day.
HAVANT TO GODALMING
This line comprises the majority of the main line between London and Portsmouth, and still fucntions today pretty much as it did then (save for South West Trains’ continuing problems with reliability and punctuality).
SALISBURY TO YEOVIL
This little section, which from Salisbury calls at Tisbury, Gillingham, Templecombe, Sherborne and Yeovil Junction was conceived as a useful link. Yeovil has two stations, Yeovil Junction and Yeovil Pen Mill which are so close together as to be considered effectively an interchange.
YEOVIL TO EXETER
A short western extension, which is still in use today, with stations at Crewkerne, Axminster, Honiton, Feniton, Whimple, Pridhoe, St James Park, Exeter Central and Exeter St Davids.
BRANCH TO CAMBRIDGE TOWN
No misprints here – what was then known as Cambridge Town, Surrey is now called Camberley, and this branch, which diverges from the line to Reading at Ascot and calls at Bagshot, Camberley and Frimley (well known to those who enjoy darts) before joining the Aldershot line at Ash Vale, is still very much functioning.
SUSSEX AND SURREY
The London, Brighton and South Coast Railway clearing the way for future developments in Sussex and Surrey, many fo which came to fruition and are still in service, and some of which fell beneath the Beeching axe in the 1960s.
The London and South Western getting the go-ahead for expansionism.
BASINGSTOKE TO NEWBURY
There is these days no direct connection between Basingstoke and Newbury. The mentions of Tooting, Merton and Wimbledon are of interest to me as this is the part of the world I grew up in. The station referred to as Lower Merton is nowadays called Haydons Road. All of Tooting, Merton and Wimbledon nowadays have London Underground stations serving them as well – the District reached Wimbledon in 1869, while TootingBec, Tooting Broadway, Colliers Wood and South Wimbledon (which between them cover Tooting and Merton) were all opened in 1926 when the Northern line was extended southwards from Clapham Common to Morden.
Purely about improving access, and having travelled that way many times over the years I can tell you that the track widening referred to did take place. There are still regular services from Bournemouth and Poole up to the Midlands, as well as between London and Weymouth.
Something of a ‘portmanteau’ act – covering operations in a vast area and relating to many different sections of railway. Over 2,100 years ago a Roman consul named Titus Didius recognised the undesirability of unrelated matters being tacked together in big unwieldy pieces of legislation and outlawed the practice – an aspect of Roman law that we would have been well advised to incorporate into our own laws.
My thoughts on the recently concluded series between England and South Africa mens teams, plus some photographs from work.
On Monday I listened to what turned out to be the final day of the test series between England and South Africa (Tuesday would have been available had South Africa taken the game that far but they never really looked like doing so). In this post I look back at the match and the series.
England batted first and made at least 50 more than they should have done in the circumstances, getting to 360. When the ninth England wicket fell South Africa turned to the “clever ruse” of dropping the field back to allow the major batter (Jonny Bairstow on this occasion) to take singles so that they could bowl at the no11. This is a dubious tactic in any case, but South Africa’s execution of it was downright bad – on a number of occasions Bairstow took twos early in the over, which should never happen when this tactic is in play. I can think of no occasion on which it can be demonstrated that a side fared worse by attacking at both ends than they would be adopting this tactic, whereas I offer the following examples of times where adopting it caused problems:
Perth 1978 – Australia eight down for not many facing and England total of over 300, Mike Brearley gives Peter Toohey with 50 to his name singles so as to attack Geoff Dymock. The ninth wicket pair stage a very irritating partnership. In the end England’s superior skill and professionalism tell (Australia were depleted by the Packer affair and Graham Yallop proved to be a very poor captain). My source for this story is Brearley himself in “The Art of Captaincy”.
Melbourne 1982 – The ninth Australian wicket in their second innings falls with them still needing 74 for victory. England allow Border singles so they can attack Thomson, the no 11. Australia get to within a boundary hit of victory before Thomson flashes at a wide one from Botham and is caught by Miller with an assist from Tavare.
Sydney 2010 – Pakistan have bossed the game against Australia, leading by over 200 on first innings, and Australia are only 80 to the good with two second innings wickets standing going into the 4th morning. Pakistan decline to attack Hussey, and Siddle plays a straight bat the relatively few deliveries he has to face. In the end Pakistan need 176 to win, which is far more than they were expecting. The pressure is too much for an inexperienced batting line up, especially once Mohamed Yousuf has compounded his failure as captain by falling to a very poor shot to leave his side 57-4. Australia end up winning by almost 40 runs.
South Africa’s response, if it can be so described, was to scrape together 226 for a deficit of 136. A fine innings by Moeen Ali in the second England innings takes England to a lead of 379. Dean Elgar fell cheaply to start the South African second innings, and by the lunch interval Heino Kuhn and Temba Bavuma had also been accounted for. Amla and Duplessis resisted stoutly for a time, but the dismissal of Amla sparked a collapse, with no one else making a significant contribution as 163-3 at the high point of the innings subsided to 202 all out. Moeen Ali took five of the wickets to finish with 25 for the series alongside over 250 runs for the series (the first time this double has been achieved in a series of fewer than five matches). Moeen Ali was player of the match, and also player of the series for his all-round efforts.
THE SERIES AS A WHOLE
Barring the aberration at Trent Bridge this was a series that England dominated, and 3-1 is a fair reflection of that fact. Lord’s (it is named after Thomas Lord of Thirsk, so Lord’s is technically correct) saw the only really huge first innings tally of the series, and from that point on England were always going to win that match. I wrote in some detail about the Trent Bridge debacle at the time. At The Oval (these days there is always a sponsor’s name attached but I refuse to mention them whoever they may be) England made a respectable first innings total and South Africa crumbled, while this final match at Old Trafford went along similar lines.
I am going to finish the text element of this post by looking at both sets of players, starting with South Africa.
Dean Elgar – a tough competitor whose second innings 136 at The Oval when all around him were surrendering was a stand out performance.
Heino Kuhn – resembles a test-class opener about as closely as Liam Dawson resembles a test-class all-rounder. The only surprise out his dismissal during the morning session fo what turned into the final day of the series was that it did not come sooner.
Hashim Amla – a magnificent batter now nearing the end of his illustrious career. This was not a great series for him but his fighting 83 in the final innings was a splendid effort.
Quinton De Kock – fine wicketkeeper and on his day a very destructive batter, but was miscast in the key number four role where was too often coming in with the team reeling from early blows. He was moved down for the final match of the series, but this was his equivalent of Adam Gilchrist’s 2005 in England – batting wise a series to forget.
Faf Du Plessis – it continues to be debatable whether he is worth a place as a batter, but the team play much better under his captaincy than when he is not present.
Temba Bavuma – a very reliable batter. He needs to develop ways of keeping the scoreboard ticking – at the moment it takes him a very long time to score his runs.
Theunis De Bruyn – anonymous in this series, he did nothing significant with the bat and his bowling was not much used.
Chris Morris – occasional moments with his hard-hitting batting but his bowling was very expensive.
Vernon Philander – a great cricketer, but like Alan Davidson and Chris Old before him he is somewhat of a hypochondriac. He did not contribute fully to this series.
Keshav Maharaj – South Africa’s leading wicket taker of the series.
Kagiso Rabada – A fine fast bowler who bowled well in this series and at times did enough with the bat to have embarrassed some of bhis supposed betters in that department.
Morne Morkel – A solid series – it was not South Africa’s bowlers who were chiefly responsible for their defeat in this series.
Duanne Olivier – more will certainly be seen of this young fast bowler.
Now for England…
Alastair Cook – continues to steadily ascend the test run scoring lists – in the course of this series he went past Allan Border’s aggregate. His effort on the truncated first day at The Oval put England in control of that game, a position consolidated by Ben Stokes’ century.
Keaton Jennings – surely he has run out chances after a series in which his highest individual score was 48 and during which he never looked convincing.
Gary Ballance – given a chance to re-establish himself in the side because he scores so many in domestic cricket he failed, and looked out of place. He was deservedly one of the casualties of the Trent Bridge debacle.
Tom Westley – a solid start to his test career. He looks like he belongs in the test arena and I expect to see a lot more of him.
Joe Root – his first series as test captain, and with a 3-1 series win and himself being leading run scorer on either side for the series it was a splendid start.
Dawid Malan – came in to the side after the loss at Trent Bridge and has not yet done much.
Jonny Bairstow – an excellent series with both bat and gloves.
Ben Stokes – regular contributor of runs, wickets and catches. Like the man I will be dealing with next he is that rarity, a genuine all-rounder.
Moeen Ali – deservedly named player of the series, he was outstanding with bat and ball.
Liam Dawson – my comments about Heino Kuhn suggest that I do not rate Mr Dawson, and that impression is correct. He has neither the batting nor the bowling to be of use in test match cricket. If conditions warrant two spinners pick a real spinner, and if they don’t Moeen Ali will be the sole spinner.
Toby Roland-Jones – he started his test career firing with both barrels – a five-for including the top four in the opposition batting order, and has done well in both his matches so far.
Stuart Broad – a good series for the big fast bowler.
Mark Wood – two matches in the series, total figures 1-197 – ’nuff said.
James Anderson – 20 wickets in the series at 14 each. At the age of 35 he remains arguably the finest user of a new ball in world cricket. The authorities at his home ground of Old Trafford have recently paid him the compliment of naming one of their bowling ends in his honour – and he responded by taking four cheap wickets from that end at the first time of asking. I reckon he still has a couple of good years left in him which would enable him to sign off with a home world cup followed by a home Ashes series.
I always like to include photographs in my posts, and although I have none relating to cricket, here are a few from yesterday at work (these will be going under the hammer on August 30th, our second end of August auction, with a sale happening at our shop on Friday August 25th – more on this in a later post):
The Central Line gets the aspiblog treatment! Along the way a wide variety of attractions are mentioned, plenty of pictures are shown and past, present and one vision of the future are covered.
Welcome to the latest addition to the series of posts themed around public transport in London. Although the main theme is the Central line, there is going to be much more in the speculative section than usual for reasons that will become obvious.
The first proposals for a Central London Railway were made in 1892, and the CLR opened, running from Shepherd’s Bush to Bank, in 1900.
Early proposals for extensions to this line included turning it into a loop, with a smaller loop through Liverpool Street to the east of the main line (think Ptolemy’s epicycles!).
After this was rejected, there were two plans involving connections to Richmond…
Neither of these went through either. In the 1930s two proposals, both involving existing lines operated by mainline railway companies did ultimately lead to serious extensions (before these two were incorporated into the line it still only ran from Liverpool Street to Ealing Broadway)…
When Central line trains started running to West Ruislip in 1957, the line had taken the shape it would have until 1994, with the closure of the Ongar end of the line. More about this and the history of the line can be found in J. Graeme Bruce and Desmond F. Croome’s book “The Twopenny Tube” (named in honour of the Central London Railway’s original flat fare back in 1900).
Another sine qua non for anyone interested in the Central line is Danny Dorling’s “The 32 Stops”, which takes us on a journey from West Ruislip to Woodford (the section of line within Greater London), and is comfortably the best of Penguin’s 150th anniversary series (albeit not by as big a margin as the Parreno travesty in connection with Hammersmtih & City line is the worst).
As mentioned in my introduction, this going to be detailed, because between the western and eastern ends of the Central line and my ideas for the Hainault loop I pretty much have to go in to detail regarding my vision of a London Orbital Railway. To set the scene, my plans for the southern portion of the Hainault loop are an extended version of the plans for a Hackney-Chelsea line shown on this adapted 1994 Journey Planner…
Rather than this proposal, which abbreviates but does not eliminate the Wimbledon branch of the district, my plan puts the central and Hainault loop portions of that line into a longer, better integrated whole that runs from Woking to Chelmsford. As for the northern part of the loop, that will have to wait for a later post except to say that trains running that side of the loop would follow the new line from Hainault to Chelsmford and that the rest of the plan also involves the Victoria line.
THE LONDON ORBITAL RAILWAY
This is not to be a completely new route, but to utilise existing track where possible, and link up all the major rail networks around London. In this vein, the points selected to be the extremities of the system are all major railway stations on exisiting networks. These are Maidstone East (Southeastern corner), Woking (Southwestern corner), Oxford (Northwestern corner, selected for historical reasons and Chelmsford (Northeastern corner). Oxford is on a spur which connects to the true orbital part of the network at Rickmansworth, having passed through Brill, Aylesbury, Amersham and Chalfont & Latimer en route (see my Metropolitan line post for more detail). Southwards from Rickmansworth it travels to Northwood, Ruislip Common, West Ruislip, Ickenham, South Ruislip, Hillingdon, Uxbridge, Uxbridge Moor, Cowley, Little Britain, Yiewsley, West Drayton, Harmondsworth, Heathrow Terminals 1,2 and 3, Heathrow Terminal 4, Stanwell, Ashford (Surrey), Staines, Laleham, Chertsey, Addlestone, West Byfleet (from where there is a spur to Woking). East from West Byfleet, the line would run Weybridge, Hersham, Esher, Hinchley Wood, Hook, Chessington South, Ewell West, Cheam, Sutton, West Croydon, East Croydon, Addiscombe, Shirley, Spring Park, West Wickham, Hayes, Keston, Locksbottom, Farnborough (Kent), Green Street Green, Chelsfield, Well Hill, Lullingstone Park, Eynsford, Maplescombe, with a spur to West Kingsdown and Maidstone. North from Maplescombe the line would then proceed to Farningham, Horton Kirby, Farningham Road, Sutton-at-Hone, Darenth, Fleet Downs, New Town, Dartford, Joyce Green, Purfleet, Aveley, Wennington, Upminster, Emerson Park, Ardley Green, Harold Wood, Harold Hill, Noak Hill, St Vincents Hamlet, Great Baddow and Chelmsford. Finally, west from Chelmsford it would head to Ongar, Broxbourne, Hertford East, Hertford North, Welwyn Garden City, St Albans, Watford Junction and completing the circle at Rickmansworth (see my previous posts, “Watford and Watford Junction” and “The Great Anomaly” for more details on this connection). Ideally every London Underground line (except the Circle for the obvious reason and the Waterloo & City) would have a connection to somewhere on this orbital route as well.
THE WOKING TO CHELMSFORD LINE
The Hackney-Chelsea line as shown in the adapted 1994 journey planner takes over the southern half of the District line’s Wimbledon branch. If it took over the entire branch, with an interchange to the District at Earls Court I could see the logic, but I see little point in taking over half a branch. Thus, my proposal for a more logical and better integrated Hackney-Chelsea line runs as follows: Woking, West Byfleet, Walton-on-Thames, Hersham, Fieldcommon, Hampton Court (there are actually at least three locations with this title, one in the midlands, one in King’s Lynn, and this one which is the parvenu of the three), Teddington, Ham, Petersham, East Sheen, Barnes Bridge, Castelnau, Parsons Green, from which it would follow the original as far as Hainault.
From Hainault, this line would then run to Chigwell Row, Lambourne End, Stapleford Abbots, Navestock, Kelvedon Hatch, Doddinghurst, Loves Green, Great Baddow and Chelmsford.
POSSIBLE EXTENSIONS TO THE CENTRAL ITSELF
Although West Ruislip is itself on the orbital route, my plan in the interest of greater integration would see the Central line run alongside the orbital through Ruislip Common and Northwood to Rickmansworth (and possibly services on the orbital would skip the two intermediate stops). This would give the Central line direct interchanges to both the northern and western segments of the orbital at that end. The Ealing Broadway branch would be extended by taking over the Greenford branch from mainline railways, and then rather than terminating at Greenford, services via Ealing would run through to Rickmansworth (yes there is scope for confusion, but I still think it could be made to work). Finally, the eastern end of the line would lose the Hainault loop, but the Eppin-Ongar section would be reopened, and then a further extension of 11.4 miles would take the line to Chelmsford, thereby connecting to both the northern and eastern segments of the orbital. The map below shows the area through which such an extension would run:
As you can see, this would give the Central line connection to three of the four segments of the orbital. I also have an idea for completing the set, namely reviving the old project for a Richmond extension, diverging from the main line at Shepherds Bush and running as follows: Seven Stars Corner, Bedford Park, rising to the surface at Gunnersbury, running along current District tracks to Richmond, and then calling additionally at Twickenham, Hanworth, Sunbury, Upper Halliford, Shepperton, Lower Halliford, Oatlands Park, Weybridge, West Byfleet and Woking.
Having had a look at the history of the line, and also at a vision for future developments it is a time to change tack, and as with the posts about the Hammersmith and City, Piccadilly and Metropolitan lines we will now journey along the existing line.
We start our journey on the section of the line along which life expectancy falls by two months per minute of journey time (see the Dorling book):
The western point of the line, and the starting point for the longest continuous journey currently makeable on London Underground – 34.1 miles to Epping. The mainline railway from Marylebone calls at this station en route the High Wycombe, Banbury and Birmingham among other places, but although the railway snakes away into the distance the station has a fairly rural aspect. For more please see my previous post “West Ruislip and Ickenham”
The point at which the railway into Marylebone diverges from the Central line.
The northern terminus of a small branch line from Ealing, which as I have already indicated I see as being suitable for being subsumed into the Central line. As currently constituted the station, which is elevated, although not quite so dramatically as Alperton on the Piccadilly line has three platforms, two through platforms for the Central and a single terminal platform for the branch line. In my scheme this would become four platforms, all operated by the Central line. Greenford is also notable for the presence of the old Hoover building (now a Tesco superstore).
The last station on this branch before the joining point at North Acton, this area is chiefly notable for four words capable in conjunction of reducing any London based motorist to a quivering wreck: Hanger Lane Gyratory System (a very regular feature of traffic bulletins for those who listen to the radio):
Before we continue our journey eastwards, we have a small gap to fill (no branches ignored by this writer)…
The other western terminus of this line, a junction with the District and with mainline railways (although trains going that far do not call at Ealing Broadway this is the original Great Western Railway, along which trains travel to Penzance, West Wales (the divergence point between these two routes is at Bristol) and also up to Banbury via Oxford).
One of no fewer than seven stations in London to feature Acton as part of its name (the other two Actons on the Central, Acton Town on the District and Piccadilly, South Acton and Acton Central on London Overground and Acton Mainline on First Great Western), and the only other station besides Ealing Broadway on this branch.
The point at which, in our direction of travel, the Ealing and West Ruislip branches merge.
Although the stadium is long since gone, and built over, this was the site of London’s first Olympics in 1908. These games may well have saved the Olympics, because although the first modern Olympics at Athens in 1896 had been a great success, and the intercalated games of 1906 back at Athens almost equally so, the 1900 and 1904 games were both in differing ways epic fails. Paris 1900 represents the only occasion on which the Olympics have been in the shadow of another event (the Exposition Universelle) – to such an extent that some of the medal winners were not even aware of the significance of their achievement. As for St Louis 1904, a combination of absurdly long duration (in excess of three months), and the cost of travel for non-Americans meant that it was more like an inter-college tournament than an international event. Just to make things even worse, after the games proper were finished, the organisers staged what they called “Anthropological Games” (I leave this to your imagination!).
These games, centred on a stadium designed by Charles Perry specifically for the occasion (he also got the same gig for Stockholm 1912 – he must have been good), were tremendously successful. There were a couple of unsavoury incidents, the ‘Dorando Marathon’, where Dorando Pietri of Italy entered the stadium first, but on the point of collapse, was assisted by officials, and the Americans submitted a protest on behalf of the second athlete into the stadium, their own John Joseph Hayes, which was upheld. The other incident also involved American athletes, two of whom deliberately crowded Wyndham Halswelle (GB) in the mens 400m, causing a British judge to declare the race void and order a rerun, which the Americans refused to take part in.
Among the other medallists was J W H T Douglas (better known as a cricketer – those who saw him bat reckoned those initials stood for Johnny Won’t Hit Today) who won gold in the middleweight boxing.
The station at White City was originally called Wood Lane…
Having said a lot about White City, other than a brief pointer to my previous post “Notting Hill Gate” I am going to skip several stops before paying a call at…
This is first of a run of four stations served by the Central line that take you through London’s best known shopping area. Speakers Corner is a few minutes walk from this station.
Once upon a time this station had a frontage designed by Charles Holden, but that has long since gone, as the space directly above the station is now a shopping centre called West 1 (name taken directly from the postcode). Bond Street, currently served by the Central and Jubilee lines, is one of the places that will be served by East-West crossrail. Also, Bond Street is the local station for a well known classical music venue, Wigmore Hall…
One of the busiest stations on the entire network, there are interchanges with the Central and Bakerloo lines here. Also, in conjunction with Bond Street, and the Bakerloo line route from here to Piccadilly Circus, which follows the curve of Regent Street, this comes closest of any stretch of London Underground to including a complete set of monopoly board properties.
TOTTENHAM COURT ROAD
The last of the four station sequence along London’s two best known shopping streets, this station has undergone huge redevelopment…
I covered Holborn in “Project Piccadilly“, and Chancery Lane deserves only a brief mention for the fact that officially, “The City” starts here, which bring us to…
The current St Paul’s Cathedral, designed by Christopher Wren (there is stone in there with a message carved on it reading “If you seek my monument look all around you”), is the third on the site in its long history. St Pauls is also the closest station to the Museum of London through one window of which you can view a still standing section of the old walls of the Roman trading post Londinium.
The heart of “The City”. The Central was the third line to serve a Bank, following the Waterloo and City (opened 1898, the second oldest of the deep level tube lines), and the City & South London, extended here in anticipation of the opening of the Central in early 1900. There are escalators connecting the various lines at Bank (including the Docklands Light Railway) to Monument (District and Circle, opened 1884). This latter station takes its name from another Wren creation, which stands 202 feet tall and is precisely 202 feet from the spot where the Great Fire of London started in 1666.
Skating over Liverpool Street, we come next to…
Bethnal Green features in some of Edward Marston’s Railway Mysteries, as an area so forbidding that even the exceedingly tough Sergeant Leeming does not relish visiting it. Also, Bethnal Green is home to the Museum of Childhood, which is definitely well worth a visit.
Although there are some small sections of the Central that are in tunnel east of here, this is the last station in the continuous underground section that begins at Shepherd’s Bush. As mentioned in my Hammersmith and City line post the interchange here is a unique one.
As currently constituted this is the easternmost station on the Central to have an interchange to other lines (The Jubilee, Docklands Light Railway, London Overground, mainline local, national and international railways. This is where London 2012 took place, London following Athens (1896, the intercalated games of 1906 and 2004) in staging a third games (The USA including its disastrous first foray in 1904 has actually staged four summer Olympics – Los Angeles in 1932 and 1984 and Atlanta in 1996 being the others).
This is one of the not so exclusive club of places where Essex County Cricket Club have played home games (at one time they played regularly at eight different grounds, which one player likened to being permanently on tour). Charles Kortright, author of the single most devastating put down that W.G.Grace ever suffered: “Going already Doctor? But there’s still one stump standing” was born here. On one occasion his fiery fast bowling led spectators to debate whether in the event of his killing someone the correct charge would be manslaughter or murder.
This is the point at which the southern part of the Hainault loop diverges from the rest of the Central line, and before continuing our journey on the main route we are going to sample it.
WANSTEAD – FAIRLOP
Redbridge has the shallowest platforms of any fully enclosed London Undeground station, just 26 feet below the surface. Gants Hill and Newbury Park are notable for their external buildings – Gants Hill features a tower, while Newbury Park has a remarkable covered car park. Fairlop, reminding us that we are getting into open territory has a Country Park, Fairlop Waters.
Hainault Forest has been publicised for many years. I customised this replica of a promotional poster originally advertising a bus route to suit the modern era…
THE NORTH SECTION OF THE LOOP
Grange Hill was the setting a childrens TV Programme way back when (it was old when I was a child). Chigwell also has a TV pedigree – the hit comedy series Birds of a Feather was set there. Roding Valley is utterly undistinguished.
BACK TO THE MAIN LINE
South Woodford and Woodford are the last two stations covered in the Dorling book, and the story he tells comes full circle here, ending as it began, with someone who works in the Office for National Statistics.
Buckhurst Hill is of no great significance, and Loughton, with its splendid Great Eastern style station (this whole section from Stratford on was originally part of the Great Eastern railway) has already had the full post treatment from me. I will pass Debden and Theydon Bois swiftly, bringing us to our journey’s end at…
We are now at the northernmost station currently served by London Underground (the line from here to Ongar, which when I last visited could still be seen runs virtually due north, while my envisaged route to Chelmsford would then be going practically due east from Ongar). This end of the line, even having been cut back from Ongar, does feel very isolated, because one has to travel a fair distance before meeting an interchange, and with Epping-Ongar being run as a shuttle service rather than a through route, Ongar felt exceedingly isolated. This is why I envisage a through route to Chelmsford, the county town of Essex, with a connection to mainline railways, and my envisaged London Orbital Railway, which given the way that network has developed I now see as forming the outer boundary of an expanded London Overground.
MAPS AND ENDNOTES
First of all, my last couple of pictures, one from London Underground: A Diagrammatic History and one showing the modern day connections:
This journey through the Central line’s history, with more than a glance towards the future, and then a journey along the line as constituted has been great fun to write – I hope you find it as fun to read, and for those who have reached the terminating point of this great ride I have one final message…