The beautifully adaptable map by Harry Beck of the London Underground has been used all over the world, and inspired several ‘alternatives’. One such is this excellent map from Route Plan Roll, which in 2016 created this map of London’s cycle routes. Cycling in the capital, despite the busy roads, has been on the increase.
Given that I run this site it should be no surprise that the instant I imaged lot 450 in James and Sons’ July auction, which took place yesterday at the Maid’s Head Hotel in Norwich I was thinking in terms of buying it:
A MINI BIDDING WAR
What was a bit of surprise to me, given the usual fate of books at a James and Sons auction , was that on this occasion I was not alone in being interested – I was pushed up to £10 before the item was finally knocked down to me. There will be more about the auction in a forthcoming post on my blog.
I read the book yesterday evening, and thoroughly enjoyed it. Having a special interest in public transport and being a cartophile into the bargain I cannot accept author Travis Elborough’s assessment of the Beck Map, but I agree with his overall view sufficiently to accept in terms of London vehicles/ rolling stock, the Routemaster stands alone as an icon, comfortably ahead of the standard black taxi (a Fairway, to give the rarely used make of the vehicle) and the classic 1938 tube stock (the last few were still in service on the Bakerloo line when I first lived in London, and there is a specimen which you can board at the London Transport Museum, Covent Garden).
What I particularly enjoyed about this book was that while obviously nostalgic (after all it was about a vehicle that is no longer used for its original purpose – I recently saw one being used for a wedding party in King’s Lynn, testament to its continuing appeal) it did not conjure up some mythical ‘golden age’.
This book is a beautifully presented, heartfelt and well written account of one of the best loved vehicles to appear anywhere in the world. I thoroughly and unreservedly recommend it and consider my £11.50 (including buyer’s premium) to have been well spent. Here are a few pictures to finish…
As well as various presents I received a significant amount of cash this Christmas, and one of the things (there is still one more to come) that I bought with this cash was the book “No Need to Ask!”, which I ordered from Stanford’s. This can be thought of as a prequel to “Mr Beck’s Underground Map“, which tells the story of the schematic diagram the came to dominate the public transport world. “No Need to Ask!” (the title comes from the PR campaign around one of the earliest of the maps, which featured a poster of policeman pointing at the map and the caption “no need to ask a p’liceman”.
A TREASURE TROVE OF MAPS
As you might imagine, 68 of years of history and development (1863-1931, when Mr Beck unveiled his diagram) provided a lot of opportunities for map makers. Having set the scene, save for a few final words at the end the rest of this post is going to consist of pictures to give you a feel of the book.
These maps all give particular emphasis to the Metropolitan and/or District lines – the next set I offer you changes the focus…
We end this section with a juxtaposition of the last pre-Beck effort, a pure geographical effort of similar vintage and the original Beck diagram…
GETTING HOLD OF THE BOOK
The book can be ordered from Stanfords for £12.95. Delivery charges and times vary according to where in the world you are located – further details available on website.
Welcome to the latest addition to my series “London Station by Station“. My post on the Hammersmith and City line enjoyed some success, and my second essay in covering a whole line in one post, Project Piccadilly, was even more successful, featuring in two online publications. So now I am producing a third post of that type, this time on the Metropolitan line.
Metropolitan by name, very unmetropolitan by nature. Also, it is classed as London Underground, but most of its length is in the open air. The only stretch of this line is currently constituted that follows the original Metropolitan Railway is from just west of Farringdon to just east of Baker Street (The original eastern terminus was at Farringdon Street, just south of the present station, and the Metropolitan platforms at Baker Street (nos 1-4) are not those used by the original line). Almost the entire length of the current line (and there was once a lot more of it as you will see in due course) developed from…
A SINGLE TRACK BRANCH FROM BAKER STREET TO SWISS COTTAGE
In 1868 a single track spur was opened from the Metropolitan Railway running north from Baker Street to St John’s Wood Road, Marlborough Road and terminating at Swiss Cottage. It was this little spur that caught the attention of Edward Watkin, who saw it as having a role to play in achieving his dream of a rail network linking Paris, London and Manchester, his three favourite cities (he would have managed this had he not been baulked over his version of the Channel Tunnel, which eventually opened a century later).
That single track spur would be doubled, and from its next point north, Finchley Road, quadrupled and it would spread out into the hinterlands of Buckinghamshire, giving rise to a number of new branches. At its absolute height there were branches terminating at Uxbridge (sill present in its entirety), Stanmore (still served but not by the Met), Watford (still present as opened in 1925), Chesham (still as opened in 1889), Verney Junction (a place of no significance near modern day Milton Keynes) and Brill (at 51 miles from Baker Street the furthest point from London reached by any London Underground line). The latter two branches were closed in the middle 1930s, services terminating at Quainton Road just beyond Aylesbury for a time, until further paring back to Aylesbury (still served by mainline trains, with a new station at Aylesbury Vale Parkway just beyond Aylesbury itself) and finally Amersham, the current outlying point of the system, a mere 27 miles from Baker Street.
After the expansionism of Watkin, the third of the three great figures in the development of the Metropolitan took over, Robert Hope Selbie, creator of “Metroland”.
To help you orient yourself here are some maps…
To finish this section, The Stanmore branch, along with the intermediate stations between Finchley Road and Wembley Park, and new tube-level intermediates between Baker Street and Finchley Road was taken over by the Bakerloo line in 1939, and then to ease congestion on the latter by the new Jubilee line (with brand spanking new stations at Bond Street, Green Park and Charing Cross as well).
Of the Metropolitan branches that are still served by that line, the Amersham and Watford branches would be subsumed into my plans for a London Orbital Railway (Rickmansworth would be the northwestern corner of the orbital network itself, with a spur running via Amersham and Aylesbury to form significant connections at Oxford and/ or Milton Keynes (see the section above, and also my post “Ongar”). The Chesham branch would then become one of just two Metropolitan branches, with a northward extension to Tring and another interchange with mainline railways. The Uxbridge branch would remain unchanged, though gaining a connection with the Orbital route. At the other end, Aldgate would be abandoned as a terminus, the track connection from Aldgate East to Shadwell be revived for the Metropolitan, and a connection via New Cross to South Eastern tracks and Metropolitan services running through to Sevenoaks would further increase the London Underground presence in Southeast London and West Kent (see Project Piccadilly for another envisaged connection to this part of the world). The reason for projecting this line over existing track rather than looking at a completely new route is that is one of the old lines, built to mainline specifications and its tunnels were built using the cut-and-cover method, which makes building new tunnel sections more problematic than for a deep-level tube line.
THE TRANSITION POINT
At this stage of proceedings, having seen the Metropolitan lines past, present and a possible vision for its future we are going to make a journey along the line as it is currently constituted, so fasten your seatbelts…
ALDGATE – BAKER STREET
This section has been covered in great detail in previous posts of mine:
- Aldgate and Aldgate East
- King’s Cross St Pancras
- Euston and Euston Square
- Baker Street
- The Great Original (The Hammersmith and City line)
BAKER STREET – FINCHLEY ROAD
This is the last underground segment of the Metropolitan line, and you can see the platforms and some of the signs of old stations which were closed when the Bakerloo line Stanmore branch opened in 1939. Just before emerging into the open air, the Metropolitan tracks diverge to make way for the emerging Jubilee (former Bakerloo) tracks. From the platform at Finchley Road one can see the 1939 tunnel end. As at other places where ‘tube’ and ‘subsurface’ trains enter tunnels close together there are protective mechanisms to prevent a subsurface level train that gets on the wrong tracks from reaching (and colliding with) the beginning of a tube tunnel.
FINCHLEY ROAD – WEMBLEY PARK
There are no fewer than five Jubilee line stations between these two, all originally served by the Metropolitan and hence with platforms at the ‘compromise’ height also seen where the Piccadilly shares tracks with the District and Metropolitan lines. The Metropolitan has four tracks between Finchley Road and Moor Park and this feature is used to enable trains to Amersham to skip stops – they go fast from Finchley Road to Harrow-on-the-Hill and then fast from Harrow-on-the-Hill to Moor Park. On the route used by Watford and Uxbridge trains (there are currently few through services to Chesham) the next stop is Wembley Park. Whichever route you are on this section features the highest speeds anywhere on London Underground, in the vicinity of 70mph.
Wembley Park is the local station for Wembley Stadium. Between those who think that England has no need for a single national football stadium and those who think that the national football stadium should be in the midlands Wembley has a lot of detractors. I have sympathy with both the camps mentioned in the previous paragraph – I would not have gone for a national football stadium but even accepting the need for such, the midlands would have been the place to build it. I did get to the original Wembley once, to attend a mass given by the then pope, John Paul II.
WEMBLEY PARK TO HARROW-ON-THE-HILL
There are two intermediate stations between these two, Preston Road, which has been served since 1908 and Northwick Park, which opened only in 1923.By comparison, Harrow-on-the-Hill opened in 1880. Harrow-on-the-Hill is the first stop on the line from Marylebone to Aylesbury and it is also the point at which the Uxbridge branch of the Metropolitan diverges from the rest.
THE UXBRIDGE BRANCH
For more detail on this branch please consult Project Piccadilly. Rayners Lane, where the two lines converge for the run to Uxbridge is one of only two direct interchanges between the Metropolitan and Piccadilly lines, the other being at that vast node point, King’s Cross St Pancras.
HARROW-ON-THE-HILL TO MOOR PARK
Amersham trains, as mentioned above, run non-stop between these two stations. Watford trains call on the way at North Harrow, Pinner, Northwood Hills (where Bodilsen UK had one of their shops when I worked for them as a data input clerk) and Northwood. Of these four stations, only Pinner (1885) dates from when the track was laid down, the others being later additions. Moor Park itself only opened in 1910, originally as Sandy Lodge, which became Moor Park & Sandy Lodge in 1923 and Moor Park in 1950. Moor Park marks the end of the section on which there is a division between slow and fast services. In the days before it was considered necessary to include all London Underground stations in travel card zones, Moor Park was the outermost station on the Metropolitan which could be legally visited on a travel card (the only other section of London Underground to be outside the travel card zones was the eastern end of the Central line, where the boundary station was Loughton). The other point of significance about Moor Park is that it is the divergence point for the…
Just two stations, Croxley and Watford, both opened in 1925. Croxley is less than 200 yards from Croxley Green, terminus of a minor side branch of the mainline railway from Watford Junction. This has given rise to various proposals involving linking the Metropolitan to Watford Junction. My own speculative scheme is for this branch, and the Croxley Green branch to form part of the northern leg of the London Orbital Railway, along with the Amersham branch, making use of the Rickmansworth-Watford curve, and another underused branch line between Watford and St Albans. For more on this part of the world I recommend F W Goudie and Douglas Stuckey’s book “West of Watford: Watford Metropolitan & the L.M.S Croxley Green and Rickmansworth branches. Also, do check out my post on Watford and Watford Junction.
Rickmansworth opened in 1887, and in 1925 link from Rickmansworth to Croxley on the Watford branch was opened, and subsequently closed in 1960. Rickmansworth is also the outermost station on the Metropolitan to have been shown on Henry C Beck’s first attempt at a schematic diagram of London Underground (one of the great design coups of the 20th century).
RICKMANSWORTH – CHALFONT & LATIMER
This section opened in 1889, with one intermediate station at Chorleywood. These days Chalfont & Latimer has two services running from it: through services from Aldgate to Amersham and a shuttle service to and from Chesham. Ironically given that it now has the minor role, Chesham opened first in 1889. In 1989 to celebrate the centenary a steam service ran through to Chesham, starting from Baker Street.
THE CHESHAM SHUTTLE
It took 50 years from the idea first being mooted for Chesham to acquire a train service. Edward Watkin, under whose aegis the line was opened envisaged a further northern extension making use of a natural gap in the Chilterns to connect with London and North Western (as it was in those days) at Tring. Further information about the Chesham branch and its history can be found in Clive Foxell’s book “The Chesham Shuttle”. The journey from Chalfont & Latimer to Chesham is the longest single stop journey on the system at 3.89 miles (a mere 24.3 times the length of the shortest, from Leicester Square to Covent Garden).
This is the end of our journey along the current Metropolitan line. It is the highest point above sea level anywhere on the system, 500 feet up in the Chilterns. Beyond here, the current main line continues to Great Missenden, Wendover, Stoke Mandeville, Aylesbury and Aylesbury Vale Parkway.
I hope you have enjoyed the ride so far. I will finish this post by making one final reference to my future vision of public transport in and around London, and the role of the Metropolitan in it. Given the closeness of its integration with the London Orbital Railway Network, and the fact that my envisaged south eastern extension utilizes London Overground, and that it would make sense for the London Orbital Railway to form the outer limits of the London Overground network, I could see the Metropolitan line being subsumed completely into a greatly expanded London Overground network, meaning either that the Metropolitan line would disappear from London Underground maps or that the Hammersmith and City line, which contains the entire surviving portion of the original Metropolitan Railway should be renamed the Metropolitan in deference to its history. Here a couple of map pics to finish, one a heavily edited shot from the Diagrammatic History an one showing the current Metropolitan line’s connections.