Underground Architecture – a Tour of the Tube
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Uncovering the Underground's Role in the Formation of Modern London, 1855-1945
University of Kentucky UKnowledge Theses and Dissertations--History History 2016 Minding the Gap: Uncovering the Underground's Role in the Formation of Modern London, 1855-1945 Danielle K. Dodson University of Kentucky, [email protected] Digital Object Identifier: http://dx.doi.org/10.13023/ETD.2016.339 Right click to open a feedback form in a new tab to let us know how this document benefits ou.y Recommended Citation Dodson, Danielle K., "Minding the Gap: Uncovering the Underground's Role in the Formation of Modern London, 1855-1945" (2016). Theses and Dissertations--History. 40. https://uknowledge.uky.edu/history_etds/40 This Doctoral Dissertation is brought to you for free and open access by the History at UKnowledge. It has been accepted for inclusion in Theses and Dissertations--History by an authorized administrator of UKnowledge. For more information, please contact [email protected]. STUDENT AGREEMENT: I represent that my thesis or dissertation and abstract are my original work. Proper attribution has been given to all outside sources. I understand that I am solely responsible for obtaining any needed copyright permissions. I have obtained needed written permission statement(s) from the owner(s) of each third-party copyrighted matter to be included in my work, allowing electronic distribution (if such use is not permitted by the fair use doctrine) which will be submitted to UKnowledge as Additional File. I hereby grant to The University of Kentucky and its agents the irrevocable, non-exclusive, and royalty-free license to archive and make accessible my work in whole or in part in all forms of media, now or hereafter known. -
Economic & Business History
This article was published online on April 26, 2019 Final version June 30, 2019 Essays in ECONOMIC & BUSINESS HISTORY The Journal of the Economic &Business History Society Editors Mark Billings, University of Exeter Daniel Giedeman, Grand Valley State University Copyright © 2019, The Economic and Business History Society. This is an open access journal. Users are allowed to read, download, copy, distribute, print, search, or link to the full texts of the articles in this journal without asking prior permission from the publisher or the author. http://creativecommons.org/licenses/by/4.0/ ISSN 0896-226X LCC 79-91616 HC12.E2 Statistics and London Underground Railways STATISTICS: SPUR TO PRODUCTIVITY OR PUBLICITY STUNT? LONDON UNDERGROUND RAILWAYS 1913-32 James Fowler The York Management School University of York [email protected] A rapid deterioration in British railways’ financial results around 1900 sparked an intense debate about how productivity might be improved. As a comparison it was noted that US railways were much more productive and employed far more detailed statistical accounting methods, though the connection between the two was disputed and the distinction between the managerial and regulatory role of US statistical collection was unexplored. Nevertheless, The Railway Companies (Accounts and Returns) Act was passed in 1911 and from 1913 a continuous, detailed and standardized set of data was produced by all rail companies including the London underground. However, this did not prevent their eventual amalgamation into the London Passenger Transport Board in 1933 on grounds of efficiency. This article finds that despite the hopes of the protagonists, collecting more detailed statistics did not improve productivity and suggests that their primary use was in generating publicity to influence shareholders’, passengers’ and workers’ perceptions. -
Biology Powerhouse Raises Railway Alarm
NEWS IN FOCUS to enrol all participants by 2018. Certain factors make researchers optimis- tic that the British study will succeed where the US one failed. One is the National Health Service, which provides care for almost all pregnant women and their children in the United Kingdom, and so offers a centralized means of recruiting, tracing and collecting medical information on study participants. In the United States, by contrast, medical care is provided by a patchwork of differ- ent providers. “I think that most researchers in the US recognize that our way of doing population-based research here is simply different from the way things can be done in the UK and in Europe, and it will almost always be more expensive here,” says Mark Klebanoff, a paediatric epidemiologist at Nationwide Children’s Hospital in Colum- bus, Ohio, who was involved in early dis- cussions about the US study. The Francis Crick Institute sits at the nexus of three central London railway hubs. At one stage, US researchers had planned to knock on doors of random houses looking URBAN SCIENCE for women to enrol before they were even pregnant. “It became obvious that that wasn’t going to be a winning formula,” says Philip Pizzo, a paediatrician at Stanford University Biology powerhouse in Palo Alto, California, who co-chaired the working group that concluded that the National Children’s Study was not feasible. raises railway alarm “The very notion that someone was going to show up on your doorstep as a representa- tive from a government-funded study and Central London’s Francis Crick Institute fears that proposed say ‘Are you thinking of getting pregnant?’ train line will disrupt delicate science experiments. -
Photographs in Bold Acacia Avenue 64 Ackroyd, Peter 54 Alcohol 162–3 Aldgate 12 Ashcombe Walker, Herbert 125 Ashford In
smoothly from harrow index Cobb, Richard 173 Evening Standard 71, 104 INDEX Coffee 148–9 Fenchurch Street station 50, 152, 170 Collins, Wilkie 73 Film 102, 115 Conan Doyle, Arthur 27 Fleet line 210 Photographs in bold Conrad, Joseph 138 Food 146–7, 162. 188, 193 Cornford, Frances 78 Forster, EM 212 Acacia Avenue 64 Blake, William 137 Cortázar, Julio 163 Freesheets (newspapers) 104 Ackroyd, Peter 54 Bond, James 25, 102, 214 Crash (novel) 226 Freud, Sigmund 116, 119 Alcohol 162–3 Bowie, David 54, 55, 56, 90 Crossrail 204 Frisch, Max 13 Aldgate 12 Bowlby, Rachel 191 Cufflinks 156 Frotteurism 119 Ashcombe Walker, Herbert 125 Bowler hat 24 Cunningham, Gail 112 Fulham 55 Ashford International station 121 Bridges, in London 12, 32, 101, 154 Cyclist see Bicycles Gaiman, Neil 23 Austen, Jane 59 Briefcase 79 Dagenham 198 Galsworthy, John 173 Baker Street station 168, 215 Brighton 54 Dalston 55 Garden Cities 76–7, 106, 187 Balham station 134 Brixton 55 Davenant, William 38 Good Life, The (TV series) 54, 59, 158 Ball, Benjamin 116 Bromley 55 Davies, Ray 218 Guildford 64, 206 Ballard, JG 20, 55, 72, 112, 226 Bromley-by-Bow station 102, 213 De Botton, Alain 42, 110, 116 Great Missenden 60–1 Banbury 127 Buckinghamshire 20, 54, 57, 64 Deighton, Len 41 Green, Roger 16, 96, 229 Bank station 138, 152, 153 Burtonwood 36 De La Mare, Walter 20 Hackney 8, 13, 65, 121 Barker, Paul 54, 56, 81 Buses 15, 41, 111, 115, 129, 130, Derrida, Jacques 117 Hamilton, Patrick 114 Barking 213 134, 220–1 Diary of a Nobody, The 11, 23, 65, 195 Hampstead 54, 58, 121 Barnes, Julian -
Sir Edgar Speyer
SIR EDGAR SPEYER (1862 – 1932) THE UNDERGROUND KING by Professor Tony Lentin, author of the book “Banker, Traitor, Scapegoat, Spy? The Troublesome Case of Sir Edgar Speyer” (Haus Publishing, 2013) A report of the LURS meeting at All Souls Club House on Tuesday 8 July 2014 “Sir Edgar who?” you might ask. Not many people have heard of Sir Edgar Speyer. He is absent from the LT Museum, and from Bownes, Green & Mullins’ book Underground that marked the 150 anniversary. Why should this be so when without him there would be no London Underground that we know today? In his time he was known as ‘The Underground King’. Of course there were the early deep-level electric tube railways, the City & South London opening in 1890 and the Waterloo & City Line in 1898. But it was not until the arrival of Charles Tyson Yerkes that widespread construction got under way. He had established the Chicago elevated railway, the loop, and its tramways. Having made his fortune and also acquired an unfavourable reputation, he moved to London and started again. Between 1900 and 1902 he bought the Charing Cross, Euston & Hampstead Railway (part of the future Northern Line), bought the steam operated Metropolitan District Railway (including rights to the Brompton & Piccadilly Circus Railway and the Great Northern & Strand Railway, together the future Piccadilly Line), founded the Metropolitan District Electric Traction Company, and bought the incomplete works of the Baker Street & Waterloo Railway (the future Bakerloo Line). More funds were required to integrate these lines into a functioning system, so in 1902 the Underground Electric Railways Company of London (UERL) was founded with £5 million capital provided by merchant banks Speyer Bros. -
Abstracts of Papers Friday 12 October 2007
Friday 12 October 2007 Institute of Historical Research, Senate House, Malet Street, London WC1E 7HU Abstracts of Papers Derek Keene: Building tall in London, 1066–1666 The paper will consider the reasons for building tall in London and the significance of tall buildings in the city’s landscape between the Norman Conquest and the Great Fire. In order to secure London the Normans added two great fortresses within the existing circuit of walls, one to the east and one to the west. Throughout the period the Tower of London was among the tallest buildings in the city, to which it was commonly regarded as a threat, but the impression it made on the skyline was diminished by its low-lying site. These towers, together with the city walls, bastions and gateways, were a key element in the city’s image, as represented in text and drawing. Mythological accounts of London added further tall towers, gates and episodes of fortification. Even in 1086, St Paul’s cathedral may have been taller than the Tower and certainly occupied a more prominent site. The new cathedral, erected after the fire of 1087 was more bulky and, once its spire had been completed, much taller: there appears to have been no taller building in London until 1964. The religious and cosmological ideas which informed this structure, likewise explain the tall towers of the many other churches in the city, which by 1220 had become a prominent feature rising well above the general level of building. Many residential and commercial buildings were also tall. Some private residences and guildhalls were certainly as bulky as the larger parish churches. -
No 424, February 2020
The Clapham Society Newsletter Issue 424 February 2020 We meet at Omnibus Theatre, 1 Clapham Common North Side, SW4 0QW. Our guests normally speak for about 45 minutes, followed by around 15 minutes for questions and discussion. The bar is open before and after. Meetings are free and open to non-members, who are strongly urged to make a donation. Please arrive in good time before the start to avoid disappointment. Gems of the London Underground Monday 17 February On 18 November, we were treated to a talk about the London Underground network, Sharing your personal data in the the oldest in the world, by architectural historian Edmund Bird, Heritage Manager of Health and Care System. Dr Jack Transport for London. He has just signed off on a project to record every heritage asset Barker, consultant physician at King’s and item of architectural and historic interest at its 270 stations. With photographs and College Hospital, is also the Chief back stories, he took us on a Tube ride like no other. Clinical Information Officer for the six One of his key tools is the London Underground Station Design Idiom, which boroughs of southeast London. He is groups the stations into 20 subsets, based on their era or architectural genre, and the driving force behind attempting to specifies the authentic historic colour schemes, tile/masonry repairs, etc, to be used improve the effectiveness and efficiency for station refurbishments. Another important tool is the London Underground Station of local health and care through the use of Heritage Register, which is an inventory of everything from signs, clocks, station information technology, and he will tell us benches, ticket offices and tiling to station histories. -
Manchester Group of the Victorian Society Newsletter Spring 2021
MANCHESTER GROUP OF THE VICTORIAN SOCIETY NEWSLETTER SPRING 2021 WELCOME The views expressed within Welcome to the Spring 2021 edition of the Newsletter. this publication are those of the authors concerned and Covid 19 continues to seriously affect the scope of our activities, including the not necessarily those of the cancellation of the Annual General Meeting scheduled for January 2021. This edition of Manchester Group of the the newsletter thus contains details of the matters which would normally have formed Victorian Society. part of the AGM including a brief report from Anne Hodgson, Mark Watson’s Annual Report on Historic Buildings and a statement of accounts for 2020. © Please note that articles published in this newsletter Hopefully, recovery might be in sight. A tour of Oldham Town Centre has been organised are copyright and may not be for Thursday 22 July 2021 at 2.00pm. It is being led by Steve Roman for Manchester reproduced in any form Region Industrial Archaeology Society (MRIAS) and is a shorter version of his walk for without the consent of the the Manchester VicSoc group in June 2019. The walk is free. See page 19 for full details. author concerned. CONTENTS 2 EDGAR WOOD AND THE BRIAR ROSE MOTIF 5 WALTER BRIERLEY AT NEWTON-LE-WILLOWS 7 HIGHFIELDS, HUDDERSFIELD – ‘A MOST HANDSOME SUBURB’ 8 NEW BOOKS: SIR EDWARD WATKIN MP, VICTORIA’S RAILWAY KING 10 THE LIGHTNING EXPRESS – HIGH SPEED RAIL 13 THE LODGES AT LONGFORD PARK 15 “THE SECRET GARDEN:” FRANCES HODGSON BURNETT 19 WALKING TOUR OF OLDHAM TOWN CENTRE 20 MANCHESTER GROUP MATTERS Report by the Chair,. -
Sir Edward Watkin and the Liberal Cause in the Nineteenth Century
Edward William Watkin, born in Salford, Lancashire in 1819, was an exact contemporary of Queen Victoria; he exemplified the Victorian spirit of global awareness, pride in a British civilisation with the intention of sharing its benefits with others, and the excitement of participating in the development of new technology and scientific advancement. John Greaves examines his life. SiR EdWARD WATKIN AND THE LIBERAL CAUSE IN THE NiNETEENTH CENTURY dward William Because of his success in the Corn Laws – the imposition of Watkin, born in Sal- sphere of railways, he was seen tariffs on corn imports to pro- ford, Lancashire in as having a sound grasp of the tect or benefit sectional interests, 1819, was an exact financing and administration which was creating great hard- contempor a r y of of the new engineering and ship for the poor. The organis- EQueen Victoria; he exempli- commercial projects of the day. ing of a free trade campaign was fied the Victorian spirit of glo- In particular his thinking was to give rise to a new political bal awareness, pride in a British informed by the emergence of party, inspired by Christian ide- civilisation with the intention the world’s first industrial city, als of fairness and compassion.1 of sharing its benefits with oth- Manchester, and by the first Watkin was one of those who ers, and the excitement of par- wholesale application of Adam quickly grasped the econom- ticipating in the development of Smith’s theory of free market ics of the capitalist system, and new technology and scientific Edward Watkin capitalism. -
Lo Ve T He Loc a T
LONDON SW17 Vibrant, fashionable with a bustling the best of just about everything. community what better place for you to Sports enthusiasts will enjoy the own your own home. opportunities that Tooting Bec Common SW17 has a lively social scene with has to offer, from the outdoor lido to the an eclectic mix of venues to enjoy a night tennis courts, football pitches and fishing out or a day in the park with friends. lake. Tooting Bec Common is just under a Enjoy a wide selection of supermarkets, mile from Balham Place and provides some independent retail shops, bars and welcome green space throughout restaurants as well as a street market the season. and a weekly farmers’ market. This understandably in-demand address And with the retail attractions of Chelsea offers a generous supply of everything that & Fulham just across the Thames and Central modern life demands and with our choice of London easily accessed from 266 @ Balham, superb apartments at the heart of it all, it you don’t have to venture that far to enjoy may well be your perfect place to call home. LOVE THE LOVE LOCATION CLAPHAM BALHAM CLAPHAM WATERLOOB237 VICTORIA SOUTHCHARING BANK LIVERPOOL ST Northern line SOUTH 15 mins 17 mins CROSS 19 mins 26 mins 2 mins 18 mins BALHAM CLAPHAM CENTRALVICTORIA WEST A205 BR JUNCTION 12LONDON mins CROYDON 5NIGHTINGALE mins LANE 20 mins BALHAM CLAPHAM STREATHAM BRIXTON TOOTING ELEPHANT KENNINGTON HIGH RD COMMON 24 mins 25 mins 28 mins & CASTLE 50 mins 18 mins 38 mins Balham is the last stop on the Northern Cycle around London on a Santander Cycle, BALHAM GROVE CAVENDISH ROAD CAVENDISH ATKINS ROAD Line and connects you to The City and the there’s a docking station at Vauxhall and you West End so an easy choice for commuting. -
Findings 1 Some Key Facts
Transforming central London’s railway viaduct Volume 1: main findings 1 Some Key Facts: - The length of railway viaducts in the London South Central area is approximately 10km, making it the biggest building in London - The combined length of the 90 tunnels that can be travelled through is 4km - There are approx 1000 business units available to let in the adjoining arches - In London South Central, there are nearly 260,000 square metres of potential redevelopment space under the viaduct, with potential to create or retain over 10,000 jobs. - London Bridge is the oldest station, opening in 1836, and running to Greenwich. - The remaining viaducts were all built in the following 50 years, between 1836-1886. - The seven wards that the railway viaduct straddles are within the 20% most deprived in the country. - There is only one route north-south which avoids passing through the viaduct – via Mepham Street, immediately in front of Waterloo Station. - There are 97 million separate pedestrian journeys made through the tunnels every year FFoorrwwaarrdd ttoo VVoolluummee OOnnee This report offers a practical and affordable programme that will see the railway tunnels from Vauxhall to London Bridge transformed over the next few years, offering a clear way forward for all the partners involved. Light at the End of the Tunnel presents a strategic opportunity to transform a physical barrier through creative, positive partnership action. The barrier will become a community asset, a place of work, and the site of varied and stimulating public spaces. Over the past eight years, Cross River Partnership has focussed its attention on making the river a less formidable barrier. -
7. Service Specification Route: 155 & N155 Contract Reference
7. Service Specification Route: 155 & N155 Contract Reference: QC50301 This Service Specification forms section 7 of the ITT and should be read in conjunction with the ITT document, Version 1 dated 29 September 2011. You are formally invited to tender for the provision of the bus service detailed below and in accordance with this Service Specification. Tenderers must ensure that a Compliant Tender is submitted and this will only be considered for evaluation if all parts of the Tender documents, as set out in section 11, have been received by the Corporation by the Date of Tender. The Tender must be fully completed in the required format, in accordance with the Instructions to Tenderers. A Compliant Tender must comply fully with the requirements of the Framework Agreement; adhere to the requirements of the Service Specification; and reflect the price of operating the Services with new vehicles. Route Number 155 & N155 Terminus Points Route No. 155: Tooting, St. Georges Hospital and Elephant & Castle Route No. N155: Morden Station and Aldwych Contract Basis Incentivised Commencement Date 12th December 2015 Vehicle Type 87 capacity, dual door, double deck buses Current Maximum Approved 10.2 metres long and 2.55 metres wide Dimensions New Vehicles Mandatory Yes Hybrid Price Required Yes Sponsored Route No Advertising Rights Operator Minimum Performance Standard Average Excess Wait Time - No more than 1.00 minutes Extension Threshold Average Excess Wait Time Threshold - 0.85 minutes Minimum Operated Mileage No less than 98.00% Standard Average Excess Wait Time - Average Excess Wait Time - No more than 0.80 Route No.