This post will look at the past, present and possible future of London Underground’s newest line.
A COMPLEX HISTORY
The original plan for a new line had it being called the Fleet Line, but then someone decided that instead it should be named in honour of the Queen’s silver jubilee, hence Jubilee line. The line that opened in 1979 was made up of two very different sections, a brand spanking new section from Charing Cross to Baker Street, and then starting with the platforms it uses at Baker Street, taking over the Stanmore branch of the Bakerloo line, which had itself come into being to ease congestion on the inner parts of the Metropolitan line. The terminus at Charing Cross was deliberately created with platforms facing southeast, with an extension into South East London and West Kent being envisaged…
THE BEST LAID PLANS OF MICE AND MEN…
Two things prevented that eminently sensible scheme from ever coming to fruition. First, a desire for an extension of the Jubilee line to have a station at Canary Wharf, connecting with the Docklands Light Railway, and second a desire for a London Underground station to serve the Millennium Dome (now the O2 Arena), a particularly wasteful vanity project that its current incarnation cannot expunge. These two factors led to a change of plan, to an extension from Green Park, curving round via Canary Wharf and the Millennium Dome to Stratford, and the closure of the old Charing Cross terminus.
Always in this series I have speculated based on the actual set up as I look at it, and I will still be doing this, but I will also provide my version, tying in with my other speculations, of what an extension from Charing Cross should have looked like but for the obsessions of first the Conservative government of my youth with the Canary Wharf project (which in a delicious irony bankrupted its developers) and then the Labour government with building a white elephant to celebrate the Millennium.
One possibility would be a connection to Central line tracks and running some services over these to Chelmsford. The other possibility is to go to Maryland, and run alongside main line tracks to Shenfield, thus increasing integration there. The fact is that this end of the Jubilee has been so badly mucked about that all possibilities are unsatsifying.
NORTH FROM STANMORE
A short extension northwards from Stanmore which includes a connection to the Orbital Railway scheme, a connection to my suggested northern extension of the Bakerloo and also to my plans for one part of the Northern line would complete as far as is possible the integration within the whole system of this line. My envisaged extension runs as follows: Caldecote, Aldenham, Garston, Leavesden, Abbots Langley, Bedmond and Hemel Hempstead.
WHAT SHOULD HAVE BEEN
The logical first port of call for an extension from the old Charing Cross terminus would have been Aldwych, and an interchange with the Piccadilly line. Having opted for the route to Maidstone for my Piccadilly line Aldwych plan, my suggestion for the rest of this extension would be: Waterloo, Elephant & Castle, Walworth, Old Kent Road, Queens Road Peckham, Brockley, Crofton park, Catford, Grove Park, Sundridge, Elmstead Woods, Bickley, Jubilee Country Park, Orpington, Goddington, Chelsfield Village, Well Hill, Shoreham, Kemsing and Sevenoaks.
Time now for a journey along the current Jubilee line, starting at…
A vast network interchanges, including the Central line, London Overground, The Docklands Light Railway and local, national and international rail services. This part of London staged the 2012 Olympics, the stadium now being the home of West Ham United FC.
Interchanges with the District and Hammersmith & City lines, London Overground, the Docklands Light Railway and mainline railways.
This station has an interchange with the Docklands Light Railway. This station has some interesting stuff on display related to the area’s history…
The station that was built to serve the Millennium Dome. You can catch a along the Thames from here if you wish. This is also one end of the most pointless gimmick in British public transport history, a cable car ride that goes to Royal Victoria on the Docklands Light Railway. At least if it went to Cutty Sark it would taking people somewhere worth visiting.
Interchange with the Docklands Light Railway, and one half of the reason why the Jubilee line was not extended in a sensible direction.
When this station was created it served two London Underground lines, the Jubilee and the East London, but the latter is now part of London Overground.
The first station we reach that offers no interchanges.
A mainline railway station from which trains serve various destinations in Kent, Surrey and Sussex, also served by the Northern line. Some mainline trains go north from here to Cannon Street and some go north-east to Waterloo East and Charing Cross. This used to be a Thameslink station buut is no longer so. Among other things, this station serves HMS Belfast, a floating museum on the Thames and the London Dungeon.
Right on the south bank of the Thames, this station has an interchange to Waterloo East. If coming from the East you might choose to alight here and walk along the river bank to reach the South Bank Centre.
This station has been covered in vast detail in my post on the Bakerloo line, to which I commend your attention.
For more on this station please visit my post on the District line.
Interchanges with the Victoria and Piccadilly lines, albeit over substantial distances. The station is notable for leaf patterned tiling on the walls.
A station that has no surface building, as the area above it is occupied by the West 1 shopping centre. Bond Street will be one of the central London stops in Crossrail (the eastern end of the network is already operating as TFL Rail, from Liverpool Street to Shenfield).
This is where the older section of the Jubilee, which was taken over from the Bakerloo, begins. More about this station can be found in these posts:
The Hammersmith and City Line
The Great Anomaly
Plans for Edgware Road-Wimbledon/ Kensington Olympia
The Bakerloo line
While we also have a post covering Baker Street’s most famous ever resident.
ST JOHNS WOOD
This is the station for Lord’s Cricket Ground. Thomas Lord of Thirsk was the first Yorkshireman to have a significant impact on cricket history, and the current ground, which dates from 1814 was the third he created for the Marylebone Cricket Club. Although Lord’s is popularly referred to as the home of cricket, the first two test matches on English soil were staged at the Oval. It was in 1884 that Lord’s first staged a test-match. Two years later Arthur Shrewsbury dominated the second ever test match at Lord’s, relieving W G Grace of this then record score for England with 164 (Grace reclaimed his record in the very next match at the Oval). In 1990 Lords saw a truly astonishing game, in which Graham Gooch scored 333 in the first innings and 123 in the second for England, India avoided the follow-on due to Kapil Dev hitting four successive sixes with one of the most genuine of genuine number 11s at the other end, and England still had enough time to complete the victory.
The last station before the line rises to the surface.
Just before arriving at this station which has a cross-platform interchange with the Metropolitan line the Jubilee rises to the surface, emerging from the tunnel that was built in 1939 to accomodate what was then the Stanmore branch of the Bakerloo line. The undeground section of this route from Baker Street to here enabled the Metropolitan to stop serving the intermediate stations, and now, while Jubilee line trains stop everywhere, the next Metropolitan line stop is Wembley Park, while uniquely among current London Undeground lines the Metropolitan runs some fast services, whose next stop after Finchley Road is Harrow-on-the-Hill.
Interchanges with London Overground and Thameslink. This section of line provides the reverse of the experience of travelling between Hammersmith and Acton Town – there it is subsurface trains stopping everywhere and tube trains running fast, while here it is the Metropolitan line trains that run fast while the Jubilee line trains stop.
Officially not an interchange but this station is very close to Brondesbury, Brondesbury Park, Kilburn Park and within comfortable walking distance of Kilburn Park should you wish to to use the services available from these stations.
In spite of their names, this station is not massively close to Willesden Junction, although one could quite comfortably walk between the two if one wished. Willesden Green is unusual in that is simultaneously in fare zones 2 and 3. Works are planned for this area – see here.
The fourth of five intermediate stations at which Metropolitan line trains do not call although they go past it.
Nowadays a very minor station, but still the site of a very major depot (second only to Ruislip on the entire system).
The station for Wembley Stadium. This where the Jubilee and Metropolitan lines diverge, the Metropolitan heading on to its own bifurcation point at Harrow-on-the-Hill, while the Jubilee heads north to…
For the first time since Swiss Cottage a station at which only Jubilee line trains are seen.
There are many places that owe their eminence, and some cases their very existence to the development of railways of various kinds, but Queensbury takes this a stage further – it owes its name to the development of the railway. Said name was of course unimaginatively conceived as a partner for neighbouring Kingsbury.
The second to last station on our journey, and decidedly rural in appearance.
The end of the line. This station is accompanied by a huge number of sidings. This is a proper ‘interchange’ station, with bays for buses outside the front of the building. If you are up for a longish walk, Edgware is a couple of miles distant enabling a return along one branch of the Northern line.
I conclude this post with some map pictures that should help to tell the story of the Jubilee line…
The Jubilee line and its current connections.
A geographical look at the territory covered by the Jubilee line (when this map was mad, the Stratford extension was under construction).
The remaining pictures all come from the Diagrammatic History and aim to make the history od the line clear…
The Baker Street element – note that although not used for passenger services the Bakerloo line still has a track link to the Jubilee, sometimes used for rolling stock transfer.
The Wembley Park scenario.
The explanation for this part of the Jubilee line.