This post looks at one of the more distinctive stations on the system. I have some good illustrations for you.
The original station was opened in 19o2 serving the District line, as that line expanded east. In 1936 services on what was then the Hammersmith & City section of the Metropolitan line started calling there as that route was extended along the line of the District to Barking. Finally, in 1946, as part of an extension to enable Central line trains to run over former Great Eastern Railway tracks to Ongar, that line came to Mile End in 1946. This history creates a…
Mile End is the only place you can make a cross-platform underground interchange between a ‘tube’ railway (the Central) and a ‘subsurface’ railway (District or Hammersmith & City). All other situations where this is possible (e.g District & Piccadilly at BaronsCourt are surface level stations).
STEP-FREE ACCESS: A PETITION
Although much progress has been made in recent years, London Underground is still a long way from being fully accessible to disabled people (and that is an understatement – see here), and one station that at present falls short is Mile End, which is the subject of this petition, which I have previously shared here.
This post deals with a station at the eastern end of the central line, and was in part inspired by an auction lot that I recently imaged.
In 1903 the Great Eastern Railway opened what was then called the “Fairlop Loop“. In those days it connected Woodford on the Ongar branch to Ilford on the mainline, with an eastward connection for goods trains and stock transfers to Seven Kings. Nowadays these latter two connection have long since been severed, and since 1947 the loop under the new title the Hainault Loop has been part of the eastern end of the Central line.
Chingford opened in 1878 as part of the Eastern Counties Railway, which subsequently became the Great Eastern Railway, and until this local commuter line was subsumed into London Overgroundthere were no other significant changes. It had originally been seen as being an intermediate station, but then a change to the status of Epping Forest effectively rendered extension impossible (and quite rightly so).
Loughton, also originally on an Eastern Counties/ Great Eastern Railway branch, first opened in 1856, with the Central linetaking over the running of this branch from Stratford to its original terminus at Ongar in 1948-9 (it is not the oldest section of line to be run be London Underground – the northern end of the High Barnet branch of the Northern line, which opened under the aegis of the London & North Eastern Railway in 1841 has that distinction). The station building at Loughton, pictured below (from this original posted on 150greatthingsabouttheunderground) clearly shows its Victorian origins:
For more information about the two stations here a couple of links:
First off, the two stations are actually reasonably close together (although not close enough for even me to suggest that it would be worth showing a potential interchange between them), as this map shows…
Secondly, while looking for walks around Epping, I saw this walk from Chingford to Epping which passes High Beach Visitor Centre:
I recalled the route down from this visitor centre to Loughton station, following the Loughton Brook as being an attractive one (I walked it, in both directions, several times when I was living in London). Thus, given the amount of material I already had for the Epping post I decided on a second post to make use of this find. Here is the map produced by the visitor centre website:
Also, just to show you the length of the long walking route I have in mind, Chingford-High Beach Visitor Centre – Loughton, here are two more maps…
Incidentally, one can follow the Loughton Brook beyond Loughton to the point at which it flows into the river Roding as well.
The maps in this section, some old and some new, show more detail about these stations…
AFTERWORD – ON FARE ZONES
When I first visited that part of the world, Loughton had an extra distinction – it was the last point on the Central line that one could visit on a travel card (the Metropolitanalso had stations outside the travel card zones – Moor Park being the boundary in that case). Nowadays all of London Underground falls within one or other fare zone, and there is a suggestion (massively endorsed by this site) on the table from London mayoral candidate Sian Berry that would further simplify matters.
I have previously written about the paucity of mentions of London Underground in the original Holmes stories, and there have been other posts in which I have pointed up connections between detective fiction and London Underground including:
And a tangential connection involving the test for taxi drivers called “The Knowledge”, and a theory as to the origin of that term while covering Charing Cross and Embankment.
This post returns to the best known of all London based detectives…
ENHANCING THE CANON
Holmes caught the popular imagination right from the first, and there was never any question of his fans being satisfied with the original canon of stories by Conan Doyle. Many writers have turned their hand to Holmes and Watson, either providing write-ups of cases that Watson mentions in passing in the canon or creating entirely new ones.
One of my more recent extra-canonical Holmes finds is Encounters of Sherlock Holmes, edited by George Mann. This is a collection of 14 short stories. Whereas London Underground gets only a couple of mentions in the original canon, two of the stories in this collection feature parts of today’s London Underground.
Stewart Douglas’ The Adventure of the Locked Carriage is set on a branch of the Great Eastern Railway which ultimately became the eastern end of the Central line. The action starts and finishes at Leyton Station.
The second story in this collection to be concerned with London Underground is set during the construction of the Central London Railway. The motive for incapacitating the workers (the criminal did not intend to cause deaths, though he ended up doing so) and sabotaging the project turns out be an attempt to engender the view that not only can private enterprise not deliver the project on time, but that they are careless of the health and safety of their workforce.
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…