The inspiration for this post came from a post on estersblog, which I link to by way of one of her splendid pictures at the end of this introduction. I will briefly mention by name all the stations that are within walking distance of Greenwich proper (North Greenwich, in spite of the second part of it’s name does not count), then I will provide links to some of the main sites that Greenwich has to offer, and I will conclude by describing a hypothetical day trip from King’s Lynn, where I now live to Greenwich.
When the Docklands Light Railway first opened its southern terminus was Island Gardens, thought it has subsequently been extended south, via a new station at Cutty Sark to Lewisham. In addition to Island Gardens and Cutty Sark there are two mainline railway stations which are within walking distance of these attractions, Greenwich and Maze Hill. Having paid lip service to all four stations, and acknowledging the value of Cutty Sark station for those whose mobility is restricted, I serve notice that only two of these stations will receive further mention.
The whole area deserves to be explored properly, but here are four places particularly worthy of mention:
The Cutty Sark – how many ships get to have a station named in their honour? This tea clipper well repays a visit and is a good starting point. For more about this attraction click on the image below to visit the official website.
The Gipsy Moth pub. Right by the Cutty Sark is a high quality pub where you can take refreshment before heading off to the other attractions. Click the picture below to find out more at their website:
The National Maritime Museum – set in a lovely area of parkland that also includes my final attraction, this museum has added many new exhibits since my last visit. Click on the image below to visit their website:
Last but by no means least of the Greenwich fab four is the Royal Observatory which also now houses the London Planetarium (and if the latter is as good as it was in its Baker Street days you are in for a real treat). Click on the image below, which I took as part of my paid employment while imaging an old album that will be going under the hammer in James and Sons’ April auction, to visit the website:
A HYPOTHETICAL DAY TRIP FROM KING’S LYNN TO GREENWICH
While there is little to be done about the King’s Lynn to London and back element of the journey except hope that there are not too many disruptions, there are lots of public transport options for getting to and from Greenwich, and this section of the post gives a route with a couple of variations that involves no going back the way we came.
Alighting at King’s Cross, I would head down to the Northern line platforms and get a southbound train to Bank, where I would change to the Docklands Light Railway and travel to Island Gardens (not Cutty Sark), from where I would start the pedestrian section of my journey. Alighting at Island Gardens, no longer satisfactory as in the days of the original elevated terminus, I would pass under the Thames, by way of the Greenwich Foot Tunnel to arrive at my first attraction, the Cutty Sark.
Once I had finished looking round the Cutty Sark I would head to the nearby Gipsy Moth pub for a pint of something decent before heading to the National Maritime Museum and the Royal Observatory in that order. If possible I would sample the Planetarium while there.
For the journey back to King’s Cross I would head to Greenwich railway station, take a train to London Bridge, where I would head for the Jubilee line and catch a train heading in the direction of Stanmore. There are three possibilities for completing the circuit to King’s Cross from here:
The quickest option, but also the one I would be least likely to take, would be to change at Green Park to the Victoria line (the interchange is long and often unpleasantly crowded, as is the equally possible interchange to the Piccadilly line at this same station) and travel north to King’s Cross.
The middle option, and the one that I would be likeliest to take, is to travel along the Jubilee line as far as Baker Street and then ascend the escalator to the Metropolitan/ Circle/ Hammersmith and City line platforms, travelling east from there to King’s Cross.
If time allowed and I was feeling so inclined I might stay on the Jubilee line until Finchley Road and make the cross-platform interchange to the Metropolitan line there.
This is a post about a place I visited many times in my youth, since I grew up not very far from it.
Crystal Palace was one of two stations opened to serve Crystal Palace (the other being Sydenham), when the building was moved from its original location in Hyde Park to Southeast London. The building itself was destroyed by a lightening strike in 1936, but the area still has much to commend it. In 2010 Crystal Palace station took a step up in importance when as part of the incorporation of what had been the East London Line into London Overground the New Cross Gate branch was extended south to West Croydon with a spur from Sydenham to Crystal Palace. More about the history of this station can be found here.
CRYSTAL PALACE PARK
The area where Crystal Palace once stood is now a public park, noted for its display of model dinosaurs (some of which are poorly posed as little was known of their lifestyles when they were constructed). There is a bust of Joseph Paxton, creator of Crystal Palace there as well. There are a variety of sources of further information available, including visitlondon, who have an excellent page featuring the image below, and the London Borough of Bromley’s official site, which has an excellent location map, also featured below.
A CRICKETING CONNECTION
In 1899 Dr W G Grace, having quarreled irretrievably with his native Gloucestershire, established the London County Cricket Club at Crystal Palace. Sadly, so entrenched were pre-existing prejudices that even with him running the show the new venture folded after a mere ten years, having had first class status only for the first five of those years.
WHERE I GREW UP IN LONDON
Earlier in the post I mentioned that I grew up not far from Crystal Palace. Here are a couple of pics obtained by way of google maps, based on my old home address that show just how close…
THE RAILWAY DETECTIVE
A fabulous series of books by Edward Marston, the first of the series which has the same title as the whole series features a dastardly plot to blow up Crystal Palace. More about this book and others in the series can be found here.
A MORE RECENT CONNECTION
To end this post, here is a picture of part of lot 602 in James and Sons‘ April Auction…
This time we are taking a good look at the Victoria line, the second newest on the system.
This line has very little history, having opened in three tranches between 1968 and 1971 and been unchanged since the Victoria-Brixton section opened in 1971. Such history as there is can be gleaned from these maps and other pictures…
Before going into detail about my speculations anent this line, this is a geographical map showing London Transport of approximately 20 years ago (I bought it from the London Transport Museum). It is somewhat damp stained, but still perfectly readable…
Next, this picture is of the same map but focusses on the Victoria line specifically…
When I we were first living in Streatham (before Pratt’s had closed, so somewhere around 30 years ago now), there was a campaign to bring London Underground to Streatham by means of extending the Victoria line south from Brixton. Nothing came of this idea, as the Victoria was already packed to bursting, especially at peak times, and it was felt that an extension was therefore not feasible. Thus, the nearest stations on London Underground to Streatham remain Balham and Tooting Bec (these are both significantly closer than Brixton – I have walked it from all three over the years so I know whereof I write). Living where we did, we had a choice of many stations depending on mood and reason for travelling that were within walking distance but not particularly close – Tooting Bec on the Northern line, Streatham, Streatham Common and Tooting on mainline railways. On occasions I would choose to make the longer walk to Balham so as to wait less long for a mainline train to Clapham Junction (trains coming in from Streatham Hill, Mitcham Junction and Streatham Common all converged at Balham for the northward run to Clapham Junction and Victoria) – this was particularly the case when I was working in New Malden in the late 1990s.
I have two suggestions for easing congestion on the Victoria line as it exists currently, to enable my envisaged extensions. Firstly, the Woking-Chelsmfors link that I described in detail in this post on the Central line, originally published on aspiblog, and now available here would ease congestion on the central part of the Victoria by offering an alternative route from Victoria to King’s Cross. My second more radical suggestion is a doubling of the tracks between Brixton and Walthamstow, which would mean some loss of cross-platform interchanges for some services, but would certainly reduce congestion.
Those who read the Central line post will know that one of my planned extensions of the Victoria line involves using the northern half of the Hainault loop (the Woking-Chelmsford plan uses the southern half). I have two pictures to enable you to envisage the extension from Walthamstow to Woodford, and just before showing them will say that beyond Hainault, the Victoria would share the route to Chelmsford with the Woking-Chelmsford…
My plans for extending beyond Brixton involve two possibilities between which I cannot decide – either an extension through Streatham, at last connecting that area to London Underground to a terminus at East Croydon, and possibly then taking over the Caterham branch from mainline railways or a south-easterly extension to Sevenoaks, turning the line into a horseshoe shape. My personal preference would be for an extension through Streatham, but I admit to a degree of bias here. I am influenced by memories of deciding when I temped at Lambeth Council’s HQ in Brixton that the public transport options for the journey from Streatham did not warrant the expenditure and settling for an hours walk each way instead.
We have looked at the past, and at my vision for the future, so now it is time to focus for the rest of this piece on…
Those familiar with these surveys will know what is coming – a journey along the line as it now stands, and we are going to start from…
When I think of Walthamstow I think of giving the EDL the welcome they deserved – a red hot one, which as detailed in this blog post was duplicated shortly afterwards in Norwich. I am proud to have been part of both events. Walthamstow offers an interchange to the London Overground route from Liverpool Street to Chingford (a place that has the discredit of choosing IDS as its MP).
This offers a connection to mainline railways. It is also one of the small but growing number of stations to have step-free access from street to platform.
Another connection to London Overground, this time a route that runs from Liverpool Street to Cheshunt with a branch to Enfield Town. Two stops north of here on that route is White Hart Lane, home of Tottenham Hotspur football club.
This is a major interchange station, with a connection to the Piccadilly line and also to mainline railway services. If you happen to be travelling from King’s Lynn to Gatwick Airport late at night a change on to the Victoria line here rather than waiting until Kings Cross saves a little time – the extra stop being compensated for by the shorter interchange. Ignore any suggestion of using the direct connection from St Pancras to Gatwick – this is a slow stopping service, whereas the Gatwick Express from Victoria is non-stop and very fast, as it’s name suggests – what you lose by making two changes involving the Victoria line comes back with interest on the difference between the slow and fast routes to Gatwick. I have evidence to back these claims up – my aunt made the mistake of accepting well meant but incorrect advice at Kings Cross when she was recently catching a flight from Gatwick and for her return journey made the correct decision to use Gatwick express and accept an extra change, and found this journey much quicker.
HIGHBURY AND ISLINGTON
This station has an interchange to mainline railways, and also to two London Overground routes, the one that incorporates what used to be the East London Line and has southern termini at New Cross, West Croydon and Crystal Palace, and the original London Overground route, which used to run from Richmond to North Woolwich but now terminates at Stratford. There is also a mainline railway connection running to and from Moorgate, the section between Moorgate and Finsbury Park having been run as part of London Underground, both as a Metropolitan section and as a Northern line branch in its past.
KINGS CROSS ST PANCRAS
I have given this extensive treatment before, which I reproduce below:
Welcome to the next installment in my station by station guide to London. Following the success of my piece on Paddington I have gone for the other main line terminus among the original seven stations on the Metropolitan Railway…
King’s Cross and St Pancras are next door neighbours to one another, and therefore served by the same Underground Station. Although this was one of the 1863 originals, the platforms that now serve the Hammersmith and City, Circle and Metropolitan lines have been resited – the present ‘surafce’ level station dates only from 1941. The Piccadilly line station was part of the original section of that line which opened in 1906, while the City and South London Railway (now the Bank branch of the Northern line) got there in 1907. Finally, it was part of the second section of the Victoria line to come on stream in December 1968.
Although King’s Cross (of which more later) is by some way the larger of the two main line rail terminals here, St Pancras is an extraordinary building, resembling an outsized fairy castle. St Pancras is now an international terminus, running trains to the continent, and meaning that over a century after he just failed to make it happen the dream of Edward Watkin, who guided the Metropolitan in its great era of expansion, of being able to travel by rail from Paris to Manchester by way of London is now a reality. Here are some pictures of this magnificent station:
King’s Cross is a station of two parts – the main concourse and platforms 1-8 which run long haul trains to the north and scotland, and off to one side platforms 9-11 from which trains to much more local destinations such as Peterborough, Cambridge and King’s Lynn depart. It is here that you will find the sign to platform 93/4 from which the Hogwarts Express departs in the Harry Potter stories. Having mentioned one literary association, King’s Cross plays a passing role in more than one of Edward Marston’s stories involving Inspector Colbeck a.ka. The Railway Detective.
I have my usual style map images to help those of you not familiar with the area to orient yourselves:
Another station that I have given full post treatment to – for more click here.
This is one of several stations you might use if paying a visit to University College London (Euston Square and Euston are both also possibilites, and if you were coming in from a long way out and arriving at either Kings Cross or St Pancras it would make sense to walk from there rather than batter your Oyster Card to save a few minutes.) It is also a local station for the BT Tower (nee Post Office Tower) – Goodge Street on the Northern line is closer, but it is not worth making the change if you happen to be on the Victoria line anyway.
A cross-platform interchange with the Bakerloo (like that with the Piccadilly at Finsbury Park and a couple of others) and a longer interchange to the Central. As befits a station serving one of the best known shopping streets on the planet Oxford Circus is perennially busy.
Interchanges with the Jubilee and Piccadilly lines, both involving a lot of walking. The station takes its name from the smallest of London’s eight royal parks. It adjoins Buckingham Palace, London seat of that outdated institution the Monarchy.
A vast transport hub, including a bus station, Britain’s largest coach station and a mainline rail station. I have previously covered it in exhaustive detail, which I reproduce below…
Special Post: Victoria
Welcome to the latest installment in my series “London Station by Station“. I hope that you will enjoy this post and be encouraged to share it.
THE ULTIMATE IN TRANSPORT NODES
A SOUPCON OF HISTORY
Victoria Underground station first opened as part of the Metropolitan District Railway in 1868. The construction of this of the system was combined with the building of the Victoria Embankment, and was designed and overseen by Joseph William Bazelgette who was also responsible for the design of London’s sewer system. Peter Bazalgette, the TV producer who has a bridge programme from the 1980s to his credit and Big Brother to his debit is a great-great nephew of Joseph William.
The infighting between the Metropolitan District (now the District line) and it’s supposed senior partner the Metropolitan meant that the Inner Circle (now the Circle line), the other line to serve these platforms was not completed until 1884.
In spite of giving its name to the line in question, Victoria was not one of the original Victoria line stations, opening as part of the second of three tranches in 1969, before the final section from Victoria to Brixton opened in 1971.
A PHILATELIC DIGRESSION
One of the quirks of the Victoria line is that every station features a pattern o a picture of some sort used as a motif. The pattern used at Victoria, is based on one of the most famous items to feature a picture of Queen Victoria, the 2d blue postage stamp. I do not have a picture of the London Underground pattern based on it to hand, but this was lot 682 in James and Sons’ May auction…
THE TRANSPORT HUB
Victoria is the most used station on the entire London Underground network. In excess of 60 million passenger journeys per year start or finish at this station. Victoria is a major train station, serving a wide variety of destinations to the South and East of London, including running the Gatwick Express, which connects to London’s second busiest airport. There is at the moment a bitter rivalry between Gatwick and Heathrow over who will get a new runway. My own view? Neither – do not build the thing at all – instead encourage people away from aeroplanes.
In addition to the train services there is Victoria Coach Station, from which you can reach most parts of the country, although some of the journey times are very long.
THE PHOTOGRAPHIC FINALE
As usual for these posts I have some map pictures…
The only station on the Victoria line to have no interchanges at all. This station was opened late, in 1972, one year after the Victoria-Brixton section opened. It serves Tate Britain, one of the four art galleries that come under the heading Tate Gallery.
I covered this station as part of a post themed around the Oval Cricket Ground, which the mainline platforms here overlook, and once again I reproduce that below…
Special Post: Oval and Vauxhall
Welcome to the latest post in my series “London Station by Station”. I hope you will enjoy this post and that some of you will be encouraged to share it.
IN THE SHADOW OF THE GAS HOLDERS
I am treating these two stations together because they are at opposite ends of the Oval cricket ground. Oval was one of the original six stations of the City and South London Railway, the world’s first deep-level tube railway, which opened in 1890. Vauxhall only opened as an underground station in 1971, part of the newest section of the Victoria line, but is also a main-line railway station and would have opened in that capacity long before Oval.
Today is the Saturday of the Oval test, by tradition the last of the summer. At the moment things are not looking rosy for England, but more spectacular turnarounds have been achieved (bowled at for 15 in 1st dig and won by 155 runs a day and a half later – Hampshire v Warwickshire 1922, 523-4D in 1st dig and beaten by ten wickets two days later – Warwickshire v Lancashire 1982 to give but two examples). The Oval in it’s long and illustrious history has seen some of test cricket’s greatest moments:
1880: 1st test match on English soil – England won by five wickets, Billy Murdoch of Australia won a sovereign from ‘W G’ by topping his 152 in the first innings by a single run.
1882: the original ‘Ashes’ match – the term came from a joke obituary penned after this game by Reginald Shirley Brooks. Australia won by 7 runs, England needing a mere 85 to secure the victory were mown down by Fred Spofforth for 77.
1886: A triumph for England, with W G Grace running up 170, at the time the highest test score by an England batsman. Immediately before the fall of the first England wicket the scoreboard nicely indicated the difference in approach between Grace and his opening partner William Scotton (Notts): Batsman no 1: 134 Batsman no 2: 34
1902: Jessop’s Match – England needing 263 in the final innings were 48-5 and in the last-chance saloon with the tables being mopped when Jessop arrived at the crease. He scored 104 in 77 minutes, and so inspired the remainder of the English batsmen, that with those two cool Yorkshiremen, Hirst and Rhodes together at the death England sneaked home by one wicket.
1926: England’s first post World ward I Ashes win, secured by the batting of Sutcliffe (161) and Hobbs (100) and the bowling of young firebrand Larwood and old sage Rhodes – yes the very same Rhodes who was there at the death 24 years earlier.
1938: The biggest margin of victory in test history – England win by an innings and 579. Australia batted without opener Jack Fingleton and even more crucially no 3 Don Bradman in either innings (it was only confirmation that the latter would not be batting that induced England skipper Hammond to declare at 903-7)
1948: Donald Bradman’s farewell to test cricket – a single boundary would have guaranteed him a three figure batting average, but he failed to pick Eric Hollies’ googly, collecting a second-ball duck and finishing wit a final average of 99.94 – still almost 40 runs an innings better than the next best.
1953: England reclaim the Ashes they lost in 1934 with Denis Compton making the winning hit.
1968: A South-African born batsman scores a crucial 158, and then when it looks like England might be baulked by the weather secures a crucial breakthrough with the ball, exposing the Australian tail to the combination of Derek Underwood and a rain affected pitch. This as not sufficient to earn Basil D’Oliveira an immediate place on that winter’s tour of his native land, and the subsequent behaviour of the South African government when he is named as a replacement for Tom Cartwright (offically injured, unoffically unwilling to tour South Africa) sets off a chain of events that will leave South Africa in the sporting wilderness for almost quarter of a century.
1975: Australia 532-9D, England 191 – England in the mire … but a fighting effort all the way down the line in the second innings, Bob Woolmer leading the way with 149 sees England make 538 in the second innings and Australia have to settle for the draw (enough for them to win the series 1-0).
1985: England need only a draw to retain the Ashes, and a second-wicket stand of 351 between Graham Gooch (196) and David Gower (157) gives them a position of dominance they never relinquish, although a collapse, so typical of England in the 1980s and 90s sees that high-water mark of 371-1 turn into 464 all out. Australia’s final surrender is tame indeed, all out for 241 and 129 to lose by an innings and 94, with only Greg Ritchie’s 1st innings 64 worthy of any credit.
2005: For the second time in Oval history an innings of 158 by a South-African born batsman will be crucial to the outcome of the match, and unlike in 1968, the series. This innings would see Kevin Peter Pietersen, considered by many at the start of this match as there for a good time rather than a long time, finish the series as its leading run scorer.
2009: A brilliant combined bowling effort from Stuart Broad and Graeme Swann sees Australia all out for 160 after being 72-0 in their first innings, a debut century from Jonathan Trott knocks a few more nails into the coffin, and four more wickets for Swann in the second innings, backed by the other bowlers and by Andrew Flintoff’s last great moment in test cricket – the unassisted run out of Ricky Ponting (not accompanied by the verbal fireworks of Trent Bridge 2005 on this occasion!).
The above was all written without consulting books, but for those who wish to know more about test cricket at this iconic venue, there is a book dedicated to that subject by David Mortimer.
As usual I conclude this post with some map pics…
A cross-platform interchange with the northern line. When Tooting Bec was my local London Underground station many an underground journey featured a change at Stockwell because of the speed of travel on the Victoria line. For example, South Kensington was most quickly approached by changing at Stockwell and Victoria, rather than the one change methods involving Embankment or Leicester Square.
The end of the line. As mentioned earlier in this post this where you would find Lambeth Town Hall. Brixton is also home to Electric Avenue, so called because it was the first shopping street to be lit by electricity. Brixton is also home to The Brix. Finally, Brixton was where I spent the second part of election night 1997, before making the long walk home, setting out just before 4AM and getting home around 5AM.
I hope you have enjoyed this virtual tour of the Victoria line, and I end by displaying these final pictures…
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…
A GUIDED TOUR OF THE PRESENT-DAY DISTRICT LINE
From Richmond to Gunnersbury the District and London Overground share a route, which features one of only two above-ground crossings of the Thames on the entire network (the other is Putney Bridge – East Putney on the Wimbledon branch of the District). Richmond features a deer park, as advertised on this old poster…
Kew Gardens actually has a pub that is built into the station, and serves a world famous botanic garden…
Gunnersbury is not very significant, although the flying junction that this branch forms with the rest of the District line just beyond here and just before Turnham Green is very impressive, to the extent that it too has featured in a PR campaign back in the day…
The section from Ealing Broadway to Acton Town includes a depot which features the steepest gradient on the system at 1 in 28 (passengers are not carried over this gradient – the steepest passenger carrying gradient is 1 in 32). At Ealing Common the District and Piccadilly lines converge, not to diverge again until the Piccadilly goes underground just east of Barons Court and even then, the Piccadilly follows the District at a deeper level until South Kensington. Between Acton Town and Turnham Green the District calls at Chiswick Park. After Turnham Green the District has stations at Stamford Brook and Ravenscourt Park. From the latter the remains of the viaduct that once carried trains from what is now the Hammersmith and City lines onto these tracks can still be seen. Beyond Hammersmith and Barons Court the District calls at West Kensington before arrving at the grand meeting point of Earls Court. Immediately east of Earls Court is Gloucester Road (pronounced glos-ta not glue-cess-ta – Americans please note), which at platform level has been restored to something like it would have looked in 1868, while the frontage at surface level is as nearly restored as the creation of a new shopping centre permits…
One stop further east at South Kensington is an original shopping arcade of the sort that several stations were provided with back in the day, complete with some splendid decorative ironwork (pictures photographed from London underground: The Official Handbook…)
One stop on from South Kensington is Sloane Square, which I remember from growing up in London is the station that served Peter Jones (a huge department store). Also, a large pipe above the platforms here is the only routinely visible sign of the river Westbourne (for more detail click here). From Sloane Square, the line visits Victoria (the ultimate transport hub). We are about enter a section of the journey featuring a lot of landmarks, so I will be giving each station I cover a section heading, starting with…
ST JAMES PARK
This station is the local station for London Underground’s official headquarters, located at 55 Broadway. It is also, along with Temple and Mansion House one only three stations on this section if the district to be served only by the district and circle lines.
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.
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. East Ham is now on the map as the location of a new trampoline park and laser maze. For more on this click on the picture below to read Time Out’s piece on the new attraction.
Barking in the eastern limit of the Hammersmith & City, also the terminus of London Overground branch from Gospel Oak and an interchange with mainline railways. Upminster is the easternmost destination currently served by London Underground.
EDGWARE ROAD, OLYMPIA AND WIMBLEDON
For this section I will be reverting to individual headings for station names…
A four platform station, where the Hammersmith & City line and the District and Circle lines meet (do not be fooled by the fact that both have stations called Paddington). This is the only one of the original 1863 stations to be served by District line trains.
PADDINGTON (PRAED STREET)
Why have I given this station a suffix that does not feature in it’s current title? Because the current plain “Paddington” designation is misleading – although the interchange to the Bakerloo line’s Paddington is a sensible one to have, you do far better for the mainline station and Hammersmith & City line to go on one stop to Edgware Road, make a quick cross-platform change to the Hammersmith & City and arrive at platforms that are structurally part of the mainline railway station (the two extra stops – one in each direction – plus a cross platform interchange taking less long between them than the official interchange up to the mainline station from here. Therefore to avoid misleading people the title of this station should either by given a suffix or changed completely, and the only interchange that should be shown is that with the Bakerloo. I have previously given Paddington a full post to itself, but failed to make the foregoing points with anything approaching sufficient force.
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.
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.
ODDS AND ENDS
I have a few promotional pictures still to share, and some maps to round out this post. Other than that, I hope you enjoyed the ride…
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…
Welcome to the next post in my series “London Station by Station“. I hope that you will enjoy this post and be enocuraged to share it.
A RAPID ASCENT
The two stations in my title are neighbours on the Edgware branch of the Northern line. Hampstead is the deepest station on the entire network, 192 feet below the surface, and it is just north of this station towards Golders Green that the deepest point anywhere on the system is reached, 221 feet below the surface of Hampstead Heath. Yet Golders Green, the very next station, is at surface level, open to the air.
Part of the explanation for the juxtaposition that introduced the body of this piece is that the gap between the two stations is quite a long one – an intermediate station was excavated at platform level but never opened…
Golders Green was the original northern terminus of the Charing Cross, Euston & Hampstead Railway (now part of the Northern line) when it opened in 1907 and is still the site of the Northern line’s main depot.
This is the latest post in a series I have been running on this blog called “London Station by Station“. This particular post as you will see has extra special relevance, and could only go up this morning. I hope you will enjoy it and be encouraged to share it.
THE HOME OF THE WORLD’S GREATEST TENNIS TOURNAMENT
Yes folks, Wimbledon is upon us once more. As usual, full coverage will be being provided by the BBC. Southfields, the third to last stop going south on the Wimbledon branch of the District line, opened in 1889 (so after William Renshaw’s seven titles) is the local station for these championships, as this reproduction of an old poster shows…
As someone who grew up in South West London this tournament has particular meaning for me. I only got to see it at the venue once, but have always followed the tournament as closely as circumstances allow.
When I first started following the tournament in the mid 1980s a Brit in the second round was cause for banner headlines. These days things are rather different, although in the Men’s game there remains a veritable “Ginnunga Gap” between Murray and the next best Brit. Things are definitely looking up for British Women though, with Johanna Konta reaching the quarter-finals at Eastbourne last week and only going out to the eventual champion Belinda Bencic of Switzerland, and Heather Watson also playing well.
During the Eastbourne coverage, various displays showing people’s possible progress if all went to plan were shown, but I paid little attention because if I learned anything from 30 years of following tennis it is that one thing that does not happen is things going according to plan. If I was a betting person I would put money on at least one of the seeds being a goner by the end of day 1.
This stretch of line includes one of only two places where London Underground trains cross the Thames by way of a bridge (the other is on the Richmond branch of the District line).
As usual with these posts I finish with a couple of map pics…