When I created my post about the Piccadilly Line one of my envisaged extensions was north from Cockfosters to Welwyn Garden City. Apart from the value of establishing an extra connection in that part of the world, there was also an extra reason for this, which I cover in more detail in my post on the Central line.
USING ANOTHER OF MY INTERESTS
I recently acquired a Butterfly themed first day cover, which on closer inspection showed a connection with Welwyn Garden City as well. Here are the pictures:
DECOR IDEAS BASED ON THESE
Several ideas occurred to me about using these on the Piccailly line platforms that I envisage at Welwyn Garden City:
Tiling patterns on the platforms (a regular feature at London Underground stations these days). These would all look fine in a tiling display.
Stained glass windows such as those on display at Uxbridge at the other end of the line.
3. A small butterfly exhibition (you can see examples of this sort of thing dotted about the Tunnelbana, Stockholm’s equivalent of London Underground)
4. Possibly a special ‘Red Admiral’ roundel somewhere.
There has been a station at Uxbridge since the late 1880s, but the current station (four platforms, two for each of the Metropolitan and Piccadilly lines) was built in the 1930s when the Piccadilly line took over what had been the Uxbridge branch of the District. This station is one of the most iconic designs of Charles Holden, the greatest name in London Underground architecture.
The good folk at the Museum of London, easily walkable from St Pauls (Central line) and Moorgate (Northern, Circle, Hammersmith and City, Metropolitanand mainline railways) are running an exhibition on the the archaeology of the Elizabeth line, which is built on an East-West axis through London and because of its depth also cuts vertically through millennia of fascinating history. As an introduction to this new exhibition they have produced a spectacular…
A FINAL LINK
For more about this fascinating new exhibition and about tunnel archaeology please visit the appropriate page on the Museum ofLondon’s website by clicking here.
The title for this post comes from a cryptic clue in Saturday’s Times Crossword (I was solving the ordinary clues but noticed this particular clue). I will give the full clue and its solution at the end of the post.
FROM PURPLE TO GREYVIA BROWN
The station that answers the clue was opened as a Metropolitan line station in 1880, then in 1939 the Stanmore branch of the Bakerloo line opened, and in 1940 Metropolitan line services were withdrawn from this station. In 1979 the Jubilee line was opened, comprising new track from Charing Cross to Baker Street and then taking over the Stanmore branch of the Bakerloo line. This station is connected to a large depot.
It serves a residential area which contains very little of note.
Here are some map pictures for you:
THE FULL CLUE AND SOLUTION
The full clue read “An area of London, mostly tidy but ends in chaos”. The solution is a place that starts with the first three letters of the word ‘neat’ and finishes with the letters of ‘ends’ shuffled about – Neasden, home to to a major depot and nothing else of significance.
I used this station on my way back from an event I attended at Student Central, Malet Street, London this Saturday (click here for more details).
PAST, PRESENT AND FUTURE
Tottenham Court Road station opened as part of the Central London Railway, now the Central line, in 1900. In 1907 the Charing Cross, Euston & Hampstead Railway, now the Charing Cross branch of the Northern line, opened a station called Oxford Street, which was renamed Tottenham Court Road to match the CLR station in 1908. The site has been the subject of extensive building works as part of the creation of what will now be called the Elizabeth line, but which was originally known as East-West Crossrail in its planning stages and then as Crossrail.
This will be a link route, approaching London from the direction of Reading, with a tunnel section through central London and then taking over the existing TFL route to Shenfield, from where trains will be able to run to various destinations in further flung parts of the East of England (and mutatis mutandis for the Reading end of the plan and Western England and Wales).
A scheme that started life three decades ago as a plan for new tube line between Hackney and Chelsea will in due time become a second cross-rail scheme linking the southwestern main line railways with those to the northeast of the capital.
As part of all these goings on Tottenham Court Road now has two smart and futuristic new surface buildings.
To finish this post here are a couple of map sections…
In my post about the Metropolitan line I mentioned the original plan to extend onwards from Chesham to Tring and that I believed the idea had merit. This post gives some extra detail.
Chesham Station, which opened for business in 1889 is 3.89 miles from its neighbour Chalfont & Latimer (the longest distance between any two adjacent stations anywhere on London Underground), and most of the time the service runs as a shuttle travelling to and fro between these two stops, necessitating a change at Chalfont & Latimer for any journey of more than one stop which further increases the isolation. Thus my idea for this branch involves two elements – both bringing the through connection that already exists at Chalfont & Latimer into regular service, abandoning the one-stop shuttle run, and also extending at least to Tring and a connection to mainline railways at that end. Here is an extract from a 1920s map of Buckinghamshire and Oxfordshire showing this area:
My idea of a London Orbital Railway would take over the Amersham and Watford branches of the Metropolitan line, reducing four current northern termini to two. Additionally, the Metropolitan being of the older ‘subsurface’ vintage of London Underground lines it is built to the same specifications as mainline railways. Thus I have two ideas for further extension beyond Tring: extend north from Tring to Milton Keynes and/ or extend north as far as Bletchley and thereafter take over the branch line that currently runs from Bletchley to Bedford. Note that neither of my proposals for extension beyond Tring entails any new track, merely changing the usage of existing tracks.
Disabled people and better transport on one side, rich NIMBYs on the other – one guess whose side I’m on! I am categorising this as a ‘stations’ post because i is about a potential future station.
A London disabled people’s organisation has backed plans to build a new accessible train station in the heart of fashionable Chelsea, despite opposition from a string of celebrity residents. Action Disability Kensington and Chelsea (ADKC) today (7 April) announced its support for a station to be built on King’s Road as part of the Crossrail 2 rail project that is set to connect rail networks in Surrey and Hertfordshire, with new track, tunnels and stations to be built through the heart of the capital. ADKC says a new Crossrail 2 station would “significantly improve” access for disabled people to King’s Road and nearby services – including some of the capital’s most important tourist destinations – as the nearest step-free tube station is more than two miles away. They say a new station would support the borough’s 1,900 wheelchair-users, and an estimated 7,100 people with walking difficulties, as well as disabled visitors who visit local attractions such as the Victoria and Albert
This post is about a minor station which is local to very different places of interest for me.
Like the rest of the Northern line beyond Highgate on the High Barnet branch, Totteridge & Whetstone is a comparative late comer, having been first served in 1940. However, its origins, on a branch of the London and North Eastern Railway make it one of the older stations to feature on the network, as it opened for business in that guise as long ago as 1872. Incidentally, the expansion at the northern end of the Northern line at this time was nearly even more dramatic, as the third of the three map pictures with which i conclude this section shows…
Walsingham Support is an organisation that supports people with disabilities. I came across them because someone from there put an excellent contribution to #autismawareness on twitter, which, combined with their address was responsible for the genesis of this post. Here is a map showing their relevance to a post focussing on Totteridge & Whetstone:
For the full map and written instructions about the route click here.
DOLLIS VALLEY GREENWALK
It is no secret that I am an ardent advocate of walking, so when I spotted the proximity of the Dollis Valley Greenwalk to the station I was covering it was natural to do some digging, and I first located the Barnet Council web pageon the subject, which led me to a guide which is downloadable as a PDF – I urge you to do this and read it in full.
This post looks at one of the more distinctive stations on the system. I have some good illustrations for you.
The original station was opened in 19o2 serving the District line, as that line expanded east. In 1936 services on what was then the Hammersmith & City section of the Metropolitan line started calling there as that route was extended along the line of the District to Barking. Finally, in 1946, as part of an extension to enable Central line trains to run over former Great Eastern Railway tracks to Ongar, that line came to Mile End in 1946. This history creates a…
Mile End is the only place you can make a cross-platform underground interchange between a ‘tube’ railway (the Central) and a ‘subsurface’ railway (District or Hammersmith & City). All other situations where this is possible (e.g District & Piccadilly at BaronsCourt are surface level stations).
STEP-FREE ACCESS: A PETITION
Although much progress has been made in recent years, London Underground is still a long way from being fully accessible to disabled people (and that is an understatement – see here), and one station that at present falls short is Mile End, which is the subject of this petition, which I have previously shared here.