The Central Line

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.

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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!).

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After this was rejected, there were two plans involving connections to Richmond…

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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.
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).

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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…

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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.

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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:

Ongar - Chelmsford

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.

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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):

HGS Map

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…

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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…

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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…

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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.

Londinium Tube Map!

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…

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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
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:

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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…

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Project Piccadilly

INTRODUCTION

This post is associated with my “London Station by Station” series. I was gratified by the response that overview of the Hammersmith and City line received, and so now I am producing a piece about the Piccadilly line which will be much longer, as there is is much more to say…

AN OVERVIEW

The Piccadilly line came into existence as a compromise project taking elements from three distinct schemes. An excellent explanation for this is provided by Desmond F. Croome in his “The Piccadilly Line: An Illustrated History”

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Still, not event the combination of this bizarre origin and the schemozzle at Heathrow gains the Piccadilly line the status of  London Underground’s no 1 bodge job – for more about that you will have to wait until I feel strong enough to tackle the Northern line!

To give you an overview of the line both in its history and as it stands today here a some images…

The Piccadilly line on London Underground: A Diagrammatic History.
The Piccadilly line on London Underground: A Diagrammatic History.
The Piccadilly line and its connections today (photographed from the current edition of the London Connections map)
The Piccadilly line and its connections today (photographed from the current edition of the London Connections map)
A facsimile of a promotional poster for the Piccadilly line.
A facsimile of a promotional poster for the Piccadilly line.

Having set the scene, it is time to strap yourselves in for…

THE JOURNEY

I am starting slightly out of position, for reasons that will reveal themselves at the end of the post, with Southgate, which I have given a previous post in the series. For full details you will need to read that post, but Southgate has two features of significance to me: it was the home of the Walker brothers, and in that context Middlesex still play some games of cricket at the Walker ground; and it is home to quirk illustrated by this picture…

Light at the end of Tunnel

That attended to, we can now get back on the journey proper starting at…

COCKFOSTERS

This station opened in 1933, and still today it is in a very rural setting. Other than being the starting point for our journey it has no real distinguishing  features.

ARNOS GROVE

In the direction in which we travel, this marks a transition point – this is the last station at surface level until we emerge at Barons Court.

WOOD GREEN

This is one of two stations, the other being a main line railway station, Alexandra Palace, which serve Alexandra Palace. Whichever you choose you have a long climb ahead of you to reach your objective, although it is worth it for the views at the end. This picture, courtesy of google, shows some of the frontage of the palace itself…

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FINSBURY PARK

This is the Piccadilly line’s first interchange with any other in our direction of travel. As well as a connection to mainline railways, there is a cross-platform interchange to the Victoria line. It was also the original terminus at this end of the line when the Piccadilly line opened in 1907. Because it was after I had made this particular change in reverse that I got the picture in question, here is a Piccadilly route map as seen in train carriage…

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ARSENAL

The only station on London Underground to be named after a football club. The club which started life as Dial Square, changed its name to Woolwich Arsenal, of which it was originally the works team and then moved away from Woolwich, dropping the prefix of its name has since moved yet again, to another new stadium. Herbert Chapman who had earlier won three successive championships with Huddersfield Town and even earlier been lucky to survive a match fixing scandal that saw his then club Leeds City thrown out of the league was the person who successfully suggested the name change from the original Gillespie Road, with greater success than Mr Selfridge had enjoyed with his suggestion to the then independent Central London Railway that they might care to rename Bond Street station in honour of his establishment.

KINGS CROSS

I have covered this both in an individual post and in the earlier piece about the Hammersmith and City line. To these I add only that the Piccadilly line is the second deepest line at the station, the Northern line being deeper.

RUSSELL SQUARE

Russell Square is one of the few deep level stations to have no escalators – you have a choice between lifts or stairs. It is also the closest station to Great Ormond Street Hospital, where I was a patient for over a year of my life, in my case in the Mildred Creak unit. For more details about how to locate this hospital, check out their own guide.

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Russell Square also serves the iconic British Museum, and they also provide full detail on possible ways of getting there.

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One final Russell Square connection – it is the home station for the Institute of Education, which is a regular venue for the annual five-day political festival Marxism and also happens to the place that I visited the first time I ever took part in an Autism Research project – this one being carried out by a woman named Sian Fitzpatrick.

Clark Hall at the Institute of Education, set up for a meeting, appropriately enough on education.
Clark Hall at the Institute of Education, set up for a meeting, appropriately enough on education.
The picture that adorns the wall of Clarke Hall.
The picture that adorns the wall of Clarke Hall.
The artists signature.
The artists signature.

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HOLBORN

This station is the only official interchange between the Piccadilly and Central lines. When I first used it as a child there were wooden escalators – mind this was in an era when deep-level tube trains using carriages with maple slatted floors and wooden side panels had smoking compartments – health and safety was not considered so important then. Today, Holborn is an ordinary mid-route station, but that was not always the case, and I believe it should not be the case. This is the preamble to…

A MAJOR DIGRESSION

From 1907 until 1994 there was a branch running south from Holborn to Aldwych. It was not doing much by the end of its life, but closure was not the only option – it was ideally placed for an extension into Southeast London and West Kent. I have already linked to the post I put up about Aldwych early on in this series, but in that post I did not give details of my envisaged extension, an omission I rectify as part of this project.

Reestablishing the Aldwych connection, the route would then go:

Blackfriars (District, Circle, mainline railways), London Bridge (Northern – Bank branch, Jubilee, mainline railways), Bermondsey (Jubilee), Surrey Quays (London Overground), Mudchute (DLR), Cutty Sark (DLR), Greenwich Park, Blackheath (mainline railways), Eltham High Street, New Eltham, Longlands, Sidcup High Street, Foots Cray, Ruxley, Hockenden, Crockenhill, Hulberry, Eynsford (mainline railways), Maplescombe, West Mingsdown, Fairseat, Vigo Village, Ditton, Maidstone West (mainline railways), Maidstone East (mainline railways).

The Maidstone connection is important because very isolated ends of lines can end up not getting much use (see Ongar in this series), and by extending it the extra distance to have both the interchanges in and population of Maidstone to bolster its usage one increases the likelihood of it working. The other particularly significant stop in the outer reaches of the extension is Eynsford, not major enough to be a suitable terminus, but definitely has much worth visiting, led by the scenic Darent Valley and the historic Roman Villa down the road at Lullingstone.

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BACK TO THE JOURNEY

The digression done, it is time to resume our progress along the Piccadilly, which next takes us to…

COVENT GARDEN

I have already covered this area at some length in a previous post to which I now direct you. What I failed to mention in that post is that there is also a quite pleasant walking route from here to Waterloo, and all the attractions I have listed in that post.

LEICESTER SQUARE

This station has a connection to the Northern line (Charing Cross branch). Also, until the refurbishment of Angel (Northern, Bank branch) it had the longest escalators to be found anywhere on the system. At 0.16 miles apart it and Covent Garden are the two closest neighbours on the entire system. Leicester Square serves an area of London known as Chinatown.

PICCADILLY

The station that gives its name to the line, it has an interchange with the Bakerloo line. Piccadilly is home to the Eros statue. It features in at least two series of novels set in Restoration England, Edward Marston’s Redmayne series and Susannah Gregory’s Chaloner series.

GREEN PARK

Interchanges with the Victoria and Jubilee lines.

HYDE PARK CORNER

One of several stations serving London’s largest park. This is also the local station for the Albert Hall.

SOUTH KENSINGTON

Museum central – see the first post in this series for more detail. Also, the point at which one the projects that were fused together to make the Piccadilly line – a plan for a ‘deep level District’ line to ease congestion on the original District – from here to Earls Court the Piccadilly follows the District exactly, then skips West Kensington, joining the District at the surface at Barons Court. After Hammersmith the Piccadilly runs fast to Acton Town while the district has intermediate stops at Ravenscourt Park, Stamford Brook, Turnham Green and Chiswick Park. Occasional Piccadilly trains stop at Turnham Green where the Richmond branch of the District diverges, but the major branching point is…

ACTON TOWN

Nowadays the District only goes beyond Acton Town as far as Ealing Broadway, but the entire Uxbridge branch of the Piccadilly and the Heathrow branch as far as Hounslow West were originally served by the District and feature platforms at the compromise height used for cross-platform interchanges between ‘tube’ and ‘subsurface’ lines. This station adjoins the Acton  Works, where rolling stock is maintained and overhauled. We will explore the Heathrow branch first…

ALWAYS AVOID ALL ALLITERATION

The joke instruction used as this section heading refers to the fact that the three Hounslow’s, Hatton Cross and the three Heathrow stations all being with the letter H – and if you are on a train running the loop route (Terminals 1,2 and 3 and then terminal 4, as opposed to the direct Terminal 5 route), you would in total, between departing Hounslow East one way and returning there in the other direction see station names beginning with H 11 times on the trot.

THE HEATHROW SCHEMOZZLE

When the Piccadilly was first extended to serve Heathrow one station, unimaginatively named Heathrow Central was deemed sufficient. Then, in 1986, Terminal 4 opened, and was not accessible from the existing station. A terminal loop was constructed with a new station built on it to serve Terminal 4. So far, so good, but then the folk who run Heathrow decided that a mere four terminals were insufficient for the number of flights they wanted to run, and a fifth terminal, not accessible from either existing station was built. So we now have a bizarre configuration whereby there is simultaneously a terminal loop and an ordinary direct terminus constructed specially to serve Terminal 5. Quite what sort of arrangement will result if and when a Terminal 6 gets the go-ahead is beyond me to imagine.

Early advertising of the Heathrow connection.
Early advertising of the Heathrow connection.

ALPERTON

I have covered the quirky feature of this station in a previous post.

SUDBURY TOWN

There are two stations on this branch bearing the name Sudbury, Sudbury Hill an Sudbury Town. I am concentrating on the latter because as a Grade 1 listed building it stands as an example of the best of London Underground architecture. Like so many of the finest examples, this station was designed by the legendary Charles Holden. To find out more about Holden and his work I recommend strongly that you consult David Lawrence’s magnificent Bright Underground Spaces, in which I located these pictures that relate to Sudbury Town…

The design of the station.
The design of the station.
A double page spread picture of the completed station.
A double page spread picture of the completed station.

SOUTH HARROW

The last station before this branch meets the Metropolitan for the run to Uxbridge. The Metropolitan converges from a station called West Harrow, while all the other branches of that line bar the Uxbridge one pass through North Harrow. Once upon a time a school opened to serve “30 poor children of the parish of Harrow”. The school is still there, but it is a long time since any poor children got to go there.

RAYNERS LANE

This is the meeting point, and for a long time this was a regular terminating point for Piccadilly line services except at peak periods. This is the last marked interchange on the Piccadilly line, although you could change to the Metropolitan anywhere between here and Uxbridge should you desire it.

RUISLIP MANOR AND RUISLIP

Ruislip is an occasional terminating point, although most trains that go that far go on to Uxbridge. These two stations both serve Ruislip Lido, home to among other things the smallest gauge passenger carrying railway in Britain. I have assembled some links for you:

  1. The lido as a whole
  2. The Ruislip Lido Railway
  3. The official view on how to get there.

ICKENHAM

I mentioned earlier in this post that Holborn is the only officially recognised interchange between the Piccadilly and Central lines. For all that is in the region of a 10 minute walk to get from this station to West Ruislip I consider that this should be a recognised interchange – for more detail consult this post.

HILLINGDON

The current Hillingdon station opened in 1992, but there was an earlier Hillingdon station which opened in 1923. In 1934 this station was renamed Hillingdon (Swakeleys). The suffix was gradually dropped over time, but leaves the question “what is Swakeleys?” to have such significance. The answer, as an internet search reveals is that it is a school. As far as can ascertain it is the only school to have officially formed part of a station name (the stations with Harrow in their name refer to the location not the the school per se). There is also a well known hospital in Hillingdon.

UXBRIDGE

We have reached the end of our journey. The present Uxbridge station opened in 1934, but there has been a station at Uxbridge since 1903. In so far as anywhere so rural can be this is something of a transport hub as several bus services make use of the station forecourt. Now it is time to reveal the solution to the teaser I set as to why I started out of position at Southgate: the connection is a cricketing one – yes we are back in Middlesex out ground territory. Sadly, other than knowing that Middlesex sometimes play there I cannot recall anything about cricket at Uxbridge – no remarkable matches spring to mind, nor great players especially associated with the ground.

SOME FINAL WORDS

This post does not make any claim to be a definitive account of the Piccadilly line – it is a strictly personal view of the highlights of the line that has more stations than any other deep level ‘tube’ lines and is only beaten by the District among the ‘subsurface’ lines, and I have ignored many stations altogether and given quite a few others only sparse coverage. I hope that you have all enjoyed the ride!