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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. -
12 October 2011 Thirty-Fourth Mayor's Report to the Assembly
London Assembly MQT – 12 October 2011 Thirty-fourth Mayor’s Report to the Assembly This is my thirty-fourth report to the Assembly, fulfilling my duty under Section 45 of the Greater London Authority Act 1999. It covers the period 1 September to 28 September 2011. Executive Summary Bernard Hogan-Howe appointed as the new Commissioner of the Metropolitan Police. On 12 September, after interviewing the final four candidates with the Home Secretary, Bernard Hogan-Howe was appointed the new Commissioner of the Metropolitan Police. Londoners deserve strong and dynamic leadership at the helm of the country’s largest and most industrious police force, and I’m pleased to welcome the appointment of Bernard as the man who will deliver the firm, strategic lead our great city needs. Improving the Management of Disruptive Roadworks On 21 September, I announced a new onslaught on disruptive roadworks on London's streets by asking Londoners to "name and shame" those companies who blight London with disruptive or neglected roadworks, causing hours of unnecessary frustration to journeys every day. I urged Londoners to use a new reporting system to tell Transport for London (TfL) when roadworks are not up to scratch so they can take action with the relevant organisations and get things moving again. To help Londoners report disruptive or badly managed roadworks, TfL and I have updated the 'Reportit' system on the TfL website, to allow people to identify and report issues quicker. By visiting www.tfl.gov.uk/roadworks, or by tweeting @report_it with the hashtag #roadworks, complaints can be sent directly to the highway authority responsible, ensuring that direct and swift action can be taken. -
Download Directions
Directions Spectrum, 15 Stratton Street, Mayfair, London, W1J 8LQ. United Kingdom. By London Underground Spectrum’s office is a one minute walk from Green Park tube station, which can be accessed directly from the Piccadilly, Victoria and Jubilee lines. Take the right hand exit from the tube station onto Stratton Street (opposite Langan’s Brasserie) and turn right. As Stratton Street bears round to the right, Spectrum’s office at 15 Stratton Street is located in the left hand corner. There is a large green flag hanging outside the building with the signage “Green Park House”. From London mainline train stations Waterloo: Take the Jubilee line (north) to Green Park. Paddington: Take the Bakerloo line (south) to Oxford Circus. Take the Victoria line (south) to Green Park. Euston/Kings Cross/St. Pancras: Take the Victoria line (south) to Green Park. Victoria: Take the Victoria line (north) to Green Park. From London airports Heathrow Airport: take Heathrow Express train (20 minutes) to Paddington station. Take the Bakerloo line (south) to Oxford Circus. Take the Victoria line (south) to Green Park. City Airport: take Docklands Light Railway (DLR) to Canning Town (7 minutes). Take Jubilee line to Green Park (18 minutes). Gatwick Airport: take Gatwick Express train (30 minutes) to Victoria station. Take the Victoria line (north) one stop to Green Park (2 minutes). Parking There are parking meters located around Berkeley Square. The nearest NCP car park is located in Carrington Street. If arriving by private car, please be aware that the office is within the Congestion Charging Zone. For further information, please visit: www.cclondon.com . -
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. -
Settlement Capacity Study Update
Chiltern & South Bucks Local Plan 2036 Settlement Capacity Study Page 0 of 122 Chiltern & South Bucks Local Plan 2036 Settlement Capacity Study Introduction Local authorities are encouraged by Paragraph 65 of the National Planning Policy Framework (NPPF) to set out a housing requirement for designated neighbourhood areas as part of their strategic policies. This is to enable neighbourhood plans to provide sufficient housing sites to meet their expected allocation. All currently-designated neighbourhood areas in Chiltern and South Bucks Districts share their boundaries with parish boundaries. It is anticipated that any future designations will also be for town council or parish council areas rather than for areas smaller or larger than these. The purpose of this study is to calculate required housing numbers for each parish within Chiltern and South Bucks. The Planning Practice Guidance1 confirms that there is no set methodology available for doing this, stating “the general policy making process already undertaken by local authorities can continue to be used to direct development requirements and balance needs and protections by taking into consideration relevant policies such as the spatial strategy, evidence such as the Housing and economic land availability assessment, and the characteristics of the neighbourhood area, including its population and role in providing services. In setting requirements for housing in designated neighbourhood areas, plan-making authorities should consider the areas or assets of particular importance (as set out in paragraph 11, footnote 6), which may restrict the scale, type or distribution of development in a neighbourhood plan area”. The NPPF requires the housing requirement figure for a neighbourhood area to reflect the Local Plan’s overall strategy for the pattern and scale of development and any relevant allocations. -
50 Years Ago – a Postscript
50 YEARS AGO – A POSTSCRIPT METROPOLITAN MODERNISATION Whilst some of us will recall the late-1950s and early 1960s as the period “when it all happened”, there was a lot going on much earlier. Here is a selection of what happened, details being obtained from the Traffic Circulars of the time. Some items may not be directly relevant but nevertheless are included for interest, if only that London Transport were bringing the Metropolitan Line up to date and ‘in line’ with the rest of the network. Date Brief details 02.01.50 “Stop-and-Proceed” abolished north of Harrow-on-the-Hill and all signals, semi- automatic and automatic, provided with signal post telephones. All trains to receive authority from relevant signalman before passing any signal at danger. Signal boxes affected were Watford Station (JL), Croxley (B), Watford Junction (C), Northwood (E), Pinner (G) and Harrow Station (JB). 01.50 Telephones provided on Chesham line (to signalmen at Chalfont & Latimer and Chesham) at One Mile Post, Two Mile Post and Three Mile Post. 04.06.50 Track slewed on a new alignment 30ft west of present from 1,000ft north of Watford South Junction to 1,500ft south of Watford South Junction, to allow bridges MR78, MR80 and MR81 to be taken out of use. 17.06.50 From midnight, maintenance responsibility for track, works & buildings and signalling between 28½ mile post (Mantles Wood) and 37 miles 195 yards, about ¾ mile south of Aylesbury South Junction, will be transferred from Railway Executive to London Transport. 25.06.50 London Transport to take over responsibility for management of ex-Joint Line from Harrow to Aylesbury South Junction including Watford and Chesham branches. -
E Historic Maps and Plans
E Historic Maps and Plans Contains 12 Pages Map 1a: 1771 ‘Plan of the Royal Manor of Richmond’ by Burrell and Richardson. Map 1b: Extract of 1771 ‘Plan of the Royal Manor of Richmond’ by Burrell and Richardson. Map 2. 1837 ‘Royal Gardens, View’ Map 3. 1861-1871 1st Edition Ordnance Survey map Map 4. c.1794 ‘A Plan of Richmond and Kew Gardens’ Map 5. 1844 ‘Sketch plan of the ground attached to the proposed Palm House at Kew and also for the Pleasure Ground - showing the manner in which a National Arboretum may be formed without materially altering the general features’ by Nesfield. Map 6. ‘Royal Botanic Gardens: The dates and extent of successive additions to the Royal Gardens from their foundation in 1760 (9 acres) to the present time (288 acres)’ Illustration 1. 1763 ‘A View of the Lake and Island, with the Orangerie, the Temples of Eolus and Bellona, and the House of Confucius’ by William Marlow Illustration 2. ‘A Perspective View of the Palace from the Northside of the Lake, the Green House and the Temple of Arethusa, in the Royal Gardens at Kew’ by William Woollett Illustration 3. c.1750 ‘A view of the Palace from the Lawn in the Royal Gardens at Kew’ by James Roberts Illustration 4. Great Palm House, Kew Gardens Illustration 5. Undated ‘Kew Palace and Gardens’ May 2018 Proof of Evidence: Historic Environment Kew Curve-PoE_Apps_Final_05-18-AC Chris Blandford Associates Map 1a: 1771 ‘Plan of the Royal Manor of Richmond’ by Burrell and Richardson. Image courtesy of RBGK Archive is plan shows the two royal gardens st before gsta died in 1 and aer eorge had inherited ichmond Kew ardens have been completed by gsta and in ichmond apability rown has relandscaped the park for eorge e high walls of ove ane are still in place dividing the two gardens May 2018 Appendix E AppE-L.indd MAP 1a 1 Map 1b: Extract of 1771 ‘Plan of the Royal Manor of Richmond’ by Burrell and Richardson. -
The Evolution of Train Services on the Met and Gc Line
THE EVOLUTION OF TRAIN SERVICES ON THE MET AND GC LINE by Eric Stuart (Readers may find reference to the Four-Tracking article in the July 2018 issue of Underground News helpful) After the Great Central (GC) arrived at Quainton Road and the service south thereof became established, both the GC and the Metropolitan Railway (Met.) provided services. However, the personalities at the heads of the two companies did not enjoy the best of relationships. Matters came to a head when a GC train crashed when failing to reduce speed over the (then) reverse curve into Aylesbury station in 1904. About that time, both the leaders retired and a period of better relations between the companies began. On 2 April 1906, the Metropolitan & Great Central Joint Railway (MGCJR) was created. This latter took over the lines of the Metropolitan Railway north and west of Harrow South Junction, with the exception of the branch to Uxbridge. These included the main line between Harrow-on-the-Hill and Verney Junction and the branch from Chalfont & Latimer to Chesham. The MGCJR was created under the terms of the Metropolitan & Great Central Railway Act, which received Royal Assent on 4 August 1905. At the same time, the Great Central and Great Western Joint Railway was formed, covering the lines south of Aylesbury via Princes Risborough to Northolt Junction. This was the result of a new line that aided the GC by partly avoiding congestion on the Met. and also giving the Great Western a shorter route to Birmingham1. One curiosity was that a Joint Committee was set up to manage a new Aylesbury station, jointly owned by two joint railways! Some points on terminology: The new line was commonly called just ‘The Joint Line’ and, even in later LT days, some staff still belonged to a particular class that made them feel superior to others2. -
2012 ELECTRAIL COLOUR SLIDES LIST 30 Page 3
Page 1 Page 1 ELECTRAIL COLOUR SLIDES List 30 List 30 01/02/12 Electric Railway Society, 17 Catherine Drive, SUTTON COLDFIELD, England, B73 6AX. ELECTRAIL is a range of colour slides depicting tramcars in Britain and overseas, electric trains, and coastal pleasure steamers – especially those that connected with electrified railway routes such as along the Clyde Estuary or along the South Coast of England. The slides are 35mm colour images generally mounted in plastic mounts measuring 2” x 2”. A very few of our earliest views are in card mounts of the same size. It is now becoming difficult to find photographic labs that are capable of producing these copy slides in quite large numbers at a reasonable cost and as a result the stocks of most of the slides contained in this list are becoming low and it will be impossible to obtain more copies of many of them. Where stocks are particularly low this is indicated in the list. UK orders. Please send to address at top of this page. Each slide costs 30p and cheques should be made payable to “Electric Railway Society”. Orders sent to UK addresses are post free. Overseas orders. Slides cost 30p each. The cost of processing cheques drawn on an overseas bank is prohibitive but cheques drawn on a UK bank are accepted. An inexpensive means of payment from the nations using the Euro, the US $, or the Canadian $ is to enclose pay for the order using €, US$ or Can $ currency notes. Please do not use coins since these can go missing in the post. -
Friends of Classic London Buses of the Fifties for Those Actively Involved in Or Supporting the Preservation of London Buses, Coaches and Trolleybuses of the Past
Friends of Classic London Buses of the Fifties For those actively involved in or supporting the preservation of London buses, coaches and trolleybuses of the past Here is a nice wintry shot of RT 1426, one of the Country area's Cravens-bodied examples, waiting to go to home to Windsor from Uxbridge, long ago, via the picturesque-sounding Iver Heath, George Green, Upton Lea and more mundane Wexham Road, Slough and Eton. I cannot speak for those places at the time the photograph was taken, but in more recent times it has been hard to see anything remotely rural, bucolic or delightful about any of them, and Upton Lea is nothing but a large and uninspiring housing estate on the edge of Slough. Life can be so disappointing at times! Photo by Michael Dryhurst. Newsletter 162 February 2020 Opening Lines First of all, many thanks to all those “Friends” who kindly sent us seasonal greetings at what is nowadays regarded as the “festive” season. These are of course warmly reciprocated. Thanks also to those many individuals who contribute to this monthly mayhem. All contributions are gratefully received and as many as possible are used. It matters not if you send a couple of lines or several pages, it all helps to keep us all in touch. I would also now ask vehicle owners to think about keeping us posted, especially in the case of those buses and coaches which rarely, if ever, appear in public. Many members like to know that these “ghost” buses still exist and are being cared for, or stored, or even under extensive restoration. -
Tfl Corporate Archive Top 20 Records
LT000605/005 - Description of the New Administrative Offices of the Underground Group of Companies By the late 1920s, the Underground Electric Railways Companies of London Ltd was anxious to house all of its ‘head office’ staff in one new purpose-built office block on the site of the old Metropolitan District Railway offices above St James’s Park station. The plans developed by Adams, Holden and Pearson, the architects commissioned by the Group, were radical: • 55 Broadway would be the tallest office building in London; • there would be a cruciform design - in place of the customary hollow rectangle format – which would offer staff more natural daylight in wings projecting from a central core housing lifts, staircases and essential services; and • Contemporary artists would be invited to sculpt decorative features directly onto the stone facade. As detailed in this reprint of a 1929 brochure about the building, 55 Broadway was constructed between 1927 and 1929. 700 reinforced concrete piles sunk to an average depth of 40 feet below basement level support the building. Nineteen load-bearing steel girders span the railway, and special insulation was used to reduce vibration from the trains. Above ground, the building was constructed around a steel girder skeleton and faced with 78,000 cubic feet of high quality Portland stone. The building has a bold appearance, enhanced by progressive stepping back above the sixth, eighth and ninth floors – giving an uneven pyramid effect. The clock tower, 174 feet high, has a similar stepped back effect. Granite for the ground floor came from Norway whilst the Travertine marble used in the interior came from Italy. -
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.