Monthly Archives: August 2024

King’s Road, St. Pancras Power Station

Walk around London today, and for a major city, the air is generally good to breath. Much of this improvement has been down to the move away from coal as a fuel for heating homes. The change has also been due to the loss of industry from the city, much of which used coal as a fuel source, and some of the worst were electricity generators, which, in the days before any form of national grid, were located across the city, close to where electricity was needed.

My grandfather was the superintendent of two of these electricity power stations, both of which were in the area under the authority of the St. Pancras Vestry.

I have already written about the first of these in my post on the Regent’s Park Power Station and the First Electric Lighting in Tottenham Court Road, and for today’s post I am exploring the second of these, the much larger King’s Road Power Station, which my father photographed in 1951:

The photo was taken in Camden, at the junction of Royal College Street and Georgiana Street, just by where Lyme Street meets Georgiana Street.

The following photo shows the same view, 73 years later in 2024:

There is a new building in the final stages of construction on the site of the power station, although the view is now obscured by trees which were not there in 1951. The road layout is the same, although the streetlamp in the middle of the road, surrounded by bollards, has gone. The alignment of the footpath and kerb on the right, where Royal College Street meets Georgiana Street is exactly the same.

The 1951 photos shows something you could not do today, as a mother is pushing a pram with a child along what appears to be the middle of the street:

Given that the photo was taken 73 years ago, the child in the pram must now be around 75 years of age. I wonder if they still live in Camden?

I have marked the location from where my father’s 1951 photo and my 2024 photo were taken, with the red circle in the following map of the area today, with the red dotted rectangle showing the block of land occupied by the King’s Road power station (© OpenStreetMap contributors):

The new building which occupies the site of the power station:

Before the construction of the building shown in the above photo, the site was occupied by small industrial units.

The St. Pancras Vestry was at the cutting edge in the generation and use of electricity in London, and wanted to provide electricity across St. Pancras, and show residents what could be done with this new form of power.

In March 1891, there was an “Electrical Exhibition” held in the Vestry Hall of St. Pancras, which was open to the public, and ran for several days. The London Daily News reported that:

“The display of electrical appliances was as beautiful as it was complete; it must have astonished more than nine-tenths of the people present, for the simple reason that comparatively few are aware of the rapid progress made since 1885 in electric lighting, decorative as well as merely utilitarian, and in the use of electricity as a mechanical force.”

The article mentioned that the 260,000 inhabitants of St. Pancras are not the only persons interested in electrical enterprises, but that every municipality will sooner or later be taking the same approach.

The Vestry had a plan to build four power stations to serve St. Pancras. The first power station was the Regent’s Park power station, explored in my earlier post, close to the Euston Road and bounded by Longford Street and Stanhope Street.

The King’s Road Power Station was the next to be built, and in an interesting take on the costs of electricity provided by private or municipal organisations, it was reported at the time that with electricity generated by the St. Pancras Vestry, “the price is to be one-sixth lower than that charged by the private companies, of which there are now twelve or thirteen in London; but it is believed that the price many be considerably lowered by the time the four central stations which it is proposed to build in St. Pancras are in full working order”.

The Electrical Exhibition at the Vestry Hall was full of the household and industrial wonders that could be powered by electricity, including what was described as a new word, the “electrolier”, a new light that would hang from the ceiling and take the place of the gas chandelier.

The Vestry started to build the power station on a large site, which had been occupied by industrial buildings, in 1893, and the first electricity was generated two years later in 1895. It was designed to burn both coal along with commercial and industrial rubbish.

If you know the area, you may well be wondering why the power station was called the King’s Road Power Station?

The following map from 1895 should help explain. Firstly I have outlined the site of the power station using red dotted lines, and you will see that only part of the overall site was occupied by the power station, with terrace houses still running along Royal College Street. This was the first phase of the power station, and over the coming decades it would grow to take over the whole block as electricity demand increased.

Regarding the name, the red arrows point to what was King’s Road. This street was renamed in the early 20th century (I suspect to avoid a clash with King’s Road in Chelsea), and today is St Pancras Way (Map ‘Reproduced with the permission of the National Library of Scotland“):

You will see that the first phase of the power station faced the Regents Canal and the large area of railway coal depots, and this was one of the reasons why the power station was located here – the easy access to supplies of coal, whether delivered to the power station via train to the depot opposite, or along the canal from Regents Canal Dock (now Limehouse Dock), brought in from the north east of the country using colliers.

St. Pancras were a large consumer of coal, and frequently invited tenders for the supply of coal. For example, a 1937 advert in the St. Pancras Gazette, the Metropolitan Borough of St. Pancras (as the old Vestry had evolved to through local government changes) invited “Tenders for the supply of Coal for the Electricity Generating Station, the Public Baths and other Departments”.

In the first decades of the 20th century, the use of electricity was growing rapidly, and in February 1914, at a meeting of St. Pancras Borough Council “The Electricity Committee recommended ‘That the proposals for extensions at the King’s-road electricity generating station be approved and adopted, and that authority be given for the preparation of the necessary specifications, and for the invitation by advertisement of tenders for the boilers and steel work.”

The recommendation was approved, and the power station was extended, now including the area once occupied by the terrace houses along Royal College Street.

The King’s Road power station eventually took on the final form as shown in the following extract from the 1951 OS map (the red circle shows the position from where the 1951 and 2024 photos were taken, the power station is now labeled St. Pancras Generating Station, as by 1951, King’s Road had been renamed St. Pancras Way (Map ‘Reproduced with the permission of the National Library of Scotland“):

Having a power station in the heart of the borough of St. Pancras was a wonderful innovation for residents in that they now had a regular supply of electricity to power all the innovative new appliances for use in the home, and to power the industry of the area, however there was one major problem – grit.

Before burning, coal was pulverised to turn it into a black dust that was blown into a combustion chamber where it rapidly burnt, thereby creating the heat for the boilers, where water was turned into steam to power the electricity generators.

Some of the pulverised coal, and the end results of burning coal were expelled via the chimneys of the power station, and being heavier than much of the gasses produced as a result of combustion, this fell as grit in the local area.

Newspapers were full of letters to the editor, campaigns, and reports of the problems that this grit caused to those living in the area. For example, in July, 1928:

“A LONDON GRIT COMPLAINT – The latest revolt against the dirt and discomfort arising from the use of pulverised fuel for the generation of electricity is at Camden Town, where residents near the St. Pancras Council’s generating station have decided to call a meeting of protest”.

This was following a letter written to the St. Pancras Gazette from Mr. H.R. Williams who was the Councilor for Ward 3. He wrote:

“Dear sir, For a long time past the residents of Ward 3 have suffered a great annoyance from the pollution of the air by the chimneys of the King’s-road generating station. Appeals and petitions have been in vain, and the nuisance from the smoke, grit, soot and ash continues.

A large number of my friends and neighbours – including many shopkeepers – have asked me to form a committee in order to enforce a consideration of their complaint. Will any of your readers who wish to associate themselves with this committee please communicate with me.”

This was a London wide problem, with complaints against nearly all the coal fired power station in the city (for example, see my post on Stepney Power Station, Limehouse, and on Bankside Power Station).

All these power stations were initially built with multiple, smaller chimneys (see the photo of King’s Road power station at the start of the post). The technology of the early 20th century required a chimney per boiler, and as these were relatively low in height, the pollution did not escape high enough into the atmosphere.

When Bankside was rebuilt, it was changed from coal to oil, with a single, much taller chimney. Stepney power station had a new, much taller chimney installed, which at the time was the tallest chimney in London, and the same approach was used with the King’s Road power station, where a much taller chimney was built, which my father photographed when in use:

As well as a single, tall chimney, other measures were introduced to try and restrict the amount of grit that would descend on the residents of St. Pancras.

One such measure was reported in the Holloway press in July 1932: “Grit arrestors and collectors, at a cost of £3,825, are to be fitted at the St. Pancras Generating Station in King’s Road”.

Whilst the tall chimney and the grit arrestors and collectors helped, it was impossible to get rid of all the pollution from a coal fired power station that would fall on the residents of the area.

When my father took these photos, he was working as a Draughtsman for the St. Pancras Borough Council Electricity and Public Lighting Department in nearby offices in Pratt Street. I wrote about these offices, and the work that took place in the building, along with photos from the roof of the building, in my post on the View from Pratt Street, Camden.

A photo I did not feature in the previous post was the following photo showing part of the power station and some of the original chimneys, along with the gantries at the corner of the power station, which were also marked on the OS map. The map also shows a “hopper” adjacent to the gantries so it may have been here that coal was fed into the power station:

The photo shows just how close this major generator of electricity was to the dense terrace houses of the surrounding area.

One of the buildings in the above photo has a set of adverts on the side, for National Savings and Oxo. I cannot identify the advert at top right:

Despite all the complaints about the pollution generated by the power stations, there were concerns that it might be forced to close down.

In 1928 Parliament had sanctioned electricity proposals which would split the country into electricity areas, and London was in the South-East England area, from the English Channel to the Wash.

Within this area, electricity undertakings were to be divided into three classes, generating stations, distribution centres only, and places to be closed down at once.

The St. Pancras, King’s Road Power Station was defined as a class two station, therefore to become a distribution centre, meaning that the power station would close, and the site used for distributing electricity generated from outside London.

These proposals would not come into effect for a further forty years, but they do define the way a nearby site is used today.

The King’s Road / St. Pancras Power Station was still working into the early 1960s and there seemed no immediate risk of closure, as on the 24th of April, 1963, the power station, which was now part of the Central Electricity Generating Board, was advertising for Boiler Operators.

The Power Station closed in 1968. By the late 1960s there was no need for power stations operating within cities. The national grid had been built to transport electricity across the country. Technology was such that large scale generation was possible within a single site, although city locations did not offer enough space, and power stations were now built out of towns to avoid local pollution.

By 1968, the first nuclear power stations were operating and in the year of the St. Pancras closure, the Ratcliffe-on-Soar Power Station opened in Nottinghamshire. Close to local coal fields and with many times the generating capacity of a small station in St. Pancras.

Coincidently, the power station at Ratcliffe-on-Soar which opened in the same year as the King’s Road / St. Pancras Power Station closed, is due to close in four weeks time, by the end of September, almost at the end of the use of coal for electricity generation.

I suspect those working in the power station, would have left a shift rather thirsty, especially after working in what must have been a polluted atmosphere, and they would probably have frequented the three pubs that surrounded the power stations.

I covered the Golden Lion, on the corner of Pratt Street and Royal College Street in my previous post on the view from Pratt Street, and facing the north-west corner of the power station is the Prince Albert, hiding behind one of the trees that also now obscure the view from where my father took the 1951 photo:

Walking along Georgiana Street, along what was the northern edge of the power station, there is another pub and a bridge:

The pub is the Constitution:

The pub is alongside the bridge, which takes what was King’s Road, now St. Pancras Way, over the Regent’s Canal:

In the above photo, the coal depot shown in the two OS maps was to the left of the canal. Being so close to the coal depot, and the Regent’s Canal provided the King’s Road power station with access to large quantities of coal which could be delivered from coal mines via train or ship / barge.

As shown with an earlier advert, the power station owners would regularly go out to tender for supplies of coal, which could then be delivered by rail, or along the coal.

There was no direct rail line into the power station, if arriving in St. Pancras by train, coal would have been unloaded and transported the short distance by road to the power station.

I wonder if the bridge that carried King’s Road over the Regent’s Canal needed to be strengthened to support these deliveries of coal, as the bridge that now spans the canal was opened a couple of years after the power station started generating:

I did find an account of the opening of the bridge, and there is no mention of the power station, only that the old bridge needed to be replaced due to “increasing vehicular traffic”. The impact of the railways can also be seen on the area, as the Midland Railway Company contributed £6,000 to the construction of the bridge, and that money from the extension of the railway in the area would also contribute to the bridge, so there was no need for any financial contribution from the ratepayers of St. Pancras.

The account of the opening of the bridge is fascinating, as it brings to life the names written on the plaque that is still fixed to the bridge.

There was a marque erected in the bridge, lots of speeches, ceremonial trips over and under the bridge, and then a trip to Reggiori’s Restaurant in King’s Cross “to further commemorate the event”.

The King’s Road power station has left its mark on the area, despite closing in 1968.

Power stations were hubs for the cabling network that distributed electricity to the local area, so when the power station closed, the network was still in place, and the area around the power station became a hub for the distribution of electricity generated from across the country, and that continues to this day with this large brick building:

Which dates from 1936, and has the date on a stone plaque on the wall, as well as the initials of St. Pancras Borough Council:

St. Pancras Vestry, then St. Pancras Borough Council seem to have been one of the more innovative of the local London authorities in the late 19th and early 20th centuries, certainly in the generation and use of electricity they clearly wanted the benefits this would bring to the borough.

The downside was the dirt and general pollution to the local area. My grandfather died relatively young, well before I was born, and I do wonder whether working in such an environment contributed to an early death.

alondoninheritance.com

Soho Pubs – Part 1

There are two areas of London that probably have the highest concentration of pubs in the whole city – the City of London and Soho.

Much of the wider London area once had a far higher number of pubs than now. You only have to look at old OS maps from the end of the 19th century to see just how many there were in, for example, east London, with some areas having a pub almost on every street corner.

Whilst many have closed, a high number have survived in the City of London due to the number of City workers and the type of business in the City being conducive to socialising and meeting in pubs. Whilst the traditional liquid lunch has mainly become a thing of the past, one only has to walk through the City on a summer’s afternoon to see plenty of busy pubs, with drinkers spilling out onto the pavement.

I went on a walk to find City of London pubs back in 2020, and the first of three posts on these establishments can be found here.

The other area of London with a high density of pubs is Soho.

As with the City of London, Soho has always been a distinctive area with historically many aspects of the place being conducive to pub culture. There continue to be a high number of pubs in Soho to this day. Generally always busy with locals, workers, visitors and tourists, and four years after searching for City pubs, I thought I would explore Soho pubs, and today is the first of three posts over the coming couple of months detailing the results.

Every Soho pub has a back story. Some extensive, some quite humble, but there is something to discover for each pub, the majority of which have been there, and often rebuilt, since the 18th century.

So today is the first post on Soho pubs, and I will start with a visit to:

The Devonshire – Denman Street

There are plenty of pubs closing and it is not often that a pub reopens, but that it what has happened with the Devonshire.

Originally the Devonshire Arms, the pub dates back to 1793, and for the following 219 years it was a typical Soho local pub.

The Devonshire Arms closed in 2012 and soon after became a Jamie’s Italian restaurant.

The building’s use as a restaurant ended a couple of years ago, and new owners completely refurbished the building to the standard of a traditional pub on the ground floor, and restaurant seating on the upper floors, and reopened as the Devonshire in 2023.

Judging by how many people are using the pub every time I have been in, or walked past, it appears to be very successful, and apparently has the reputation of selling the most pints of Guinness of any pub in London.

Looking back at the history of the pub, the only thing I could find were recurring stories of typical London low level crime, however there was one report, dating from the 18th of August, 1894 which highlighted some of the challenges of policing 19th century London:

“On Saturday evening a desperate affray took place outside the Devonshire Arms public-house, Denman-street. it appears that a constable was called to eject some men and women from the public-house named. When they got outside the mob made a rush at the policeman, who was thrown to the ground. He got up, however, and blew his whistle, and several other constables quickly arrived. A desperate fight then took place, in the course of which one of the policemen was stabbed in the back by one of the women with a large hair pin. Other constables then arrived, and after much trouble four men and two women were taken to Vine-street station. Several hundred people witnessed the conflict.”

Hopefully the Devonshire now has a more peaceful, and long future as a restored Soho pub.

The Queens Head – Denman Street

The Queens Head in Denman Street is a lovely traditional, independent London pub.

My use of the word traditional is for a pub which has a bar, typically all wood, with hand pumps. Shelves behind the bar full of bottles of spirits. A large bar area with a mix of seating and standing, with wooden seats and tables. The Queens Head is independent in that it is not tied to a specific brewery, and therefore able to sell a range of beers and spirits.

The Queens Head claims to date back to 1736. I cannot find any evidence that would either confirm or contradict the date.

There are plenty of newspaper references to the Queens Head, petty crime, the societies who used the pub as their meeting place etc. but my favourite was an article that shows that back in 1874 you could get a large fine or a prison sentence for lying on your CV.

John Holder,a 24 year old barman was taken to court accused of fraud. He had applied for a job as a barmen at the Nightingale Pub in St. John’s Wood.

He said to his prospective new employer that he had worked at the Queens Head in Denman Street but had left after a change of ownership, and that Mr. Cardwell, his previous employer at the Queens Head would give him a reference.

He gave an address for Mr. Cardwell, and his prospective employer went to the address to confirm his references, however his was told that no one knew Mr. Cardwell, and after talking to the Queens Head, it was confirmed that John Holder had not worked at the pub.

In mitigation, poor John Holder told the court that he had been out of work for some time, and could not get a job, and was very sorry for what he had done.

Despite this, he was convicted of fraud and he had to either pay the full penalty of £20 and 10 shillings of costs, or be imprisoned in the House of Correction for three months.

Given his lack of work, I suspect he ended up in the House of Correction for three months, a penalty which seems very harsh for someone who appears to have just been desperate to get a job.

The Crown – Brewer Street

The Crown in Brewer Street, at the corner with Lower James Street.

The Crown is one of the many Soho pubs that has some interesting decoration. Facing Brewer Street, the pub has two upper floors, with a row of four windows along each floor, however along the narrower side of the building, the second floor has a large semi-circle of decoration with the name of the Crown Tavern displayed.

There is some interesting history covering the location of the pub on a panel on the ground floor:

The panel states that the Crown sits on the site of one of the most well known concert halls of the 18th century, the Hickford Rooms.

I found an article about the Hickford Rooms in an issue of the Musical Times, titled “A Forgotten Concert Room”. The following is from the first paragraph of the article, and I will give you the date of the article after this extract:

“Modern London is becoming a new Americanised city, and all its old and peculiarly English characteristics are fast becoming improved out of existence. If anyone who left it during the sixties of the last century return to visit it today, he will imagine himself to be in some foreign town, and for the most part fail to recognise the London he knew so intimately of old.”

That was the opening to the article, published in the Musical Times on the 1st of September 1906, and illustrates what is a theme of the blog, that London has undergone almost continuous change for the entire period there has been people living in what we now call London.

The introduction also follows up on last week’s blog, that the 19th century was one of the periods when there was a high degree of change that set the city on course for the following century.

The article provides the following introduction to Hickford’s Room:

“The long-forgotten old concert-room in Brewer Street has fortunately escaped demolition, and it recalls a chapter of London’s musical history little noticed by the general reader. The building now forms part of the premises of the Club Francais, but for thirty-five years during the middle of the 18th century, it was a much frequented and fashionable resort, and was known by the name of Hickford’s Room.

John Hickford, the proprietor, began life as a dancing-master in the latter part of Queen Anne’s reign, and originally had a dancing school in James Street, Haymarket. There was at that time only one other room in the West-end large enough for concerts of any pretensions, and as that was sometimes difficult to secure, and its proprietor was not a particularly agreeable man, certain well-known artists began to make use of Mr. Hickford’s great dancing room wherein to give their concerts.”

The school mentioned above was in Haymarket, but became so successful that Hickford then moved to the site in Brewer Street, where it was assumed the new hall was designed specifically for Hickford.

The front door of the new hall opened into a square hall, which gave access to the concert room which was at the back of the building, and there was also a staircase which gave access to a small gallery.

The concert room was fifty feet long and thirty feet wide, and the ceiling was coved, and there were moldings, cornices and other decorations, that were in an “elegant style that the brothers Adam improved upon”.

The article mentions a large number of artists who performed at Hickford’s Room, and has the following to say about Mozart playing in Brewer Street:

“Two other shadows, brother and sister, play the harpsichord. The boy is eight years old, the girl thirteen, a demure, motherly child, her hair crowned by a mop-cap. The boy’s playing is phenomenal, and he bids fair to rival Mr. Handel in composition. But the scanty audience is not interested, it cares no longer for these two children who only a year ago were the spoiled darlings of the whole town. The little boy fulfilled in manhood the brilliant promise of his youth, and London should be proud that it still possesses a room once distinguished by the performance of Wolfgang Amadeus Mozart.”

Hickford’s Hall soon faced competition from other halls in London, along with changing fashions as in the later part of the 18th century, interest changed from small musical recitals to orchestral performances, which Hickford’s Hall was not large enough to accommodate.

As well as music, the hall put on other events such as talks and lectures, including in 1761, Thomas Sheridan who gave a “Course of Lectures on Elocution”.

Over the following years, the hall went through a number of changes in owners and use, but survived until 1934 when it was demolished to make way for an annex of the Regent Palace Hotel.

If the hall lasted until 1934, it obviously raises the question of how can the pub be on the site.

As far as I can tell (given the time available for a weekly blog post), the house and main entrance to the hall was on the site of the Crown, and the hall was to the rear of the Crown.

The earliest reference to the crown that I can find are from the years around 1830, so I suspect the house and entrance to the hall were demolished and the Crown was built, with the hall surviving just behind the pub, until demolition in 1934.

Glasshouse Stores – Brewer Street

The Glasshouse Stores is another pub that claims to date back to the 1730s, however the rather unusual current name is not the original, as it had the more traditional pub name of the Coach and Horses.

The last time I can find the original name mentioned is in 1849, and by 1872 the name Glasshouse Stores was in use, as the pub was advertising for an active, single young man, to work as a Potman, and also to wait on the Billiard Room, to wash pewter and also the windows of the pub – so basically anything that was needed.

No idea why the pub changed its name, or the relevance of the new name, however it demonstrates that changing a pub name is not a recent phenomena.

The Sun and 13 Cantons – Great Pulteney Street

The Sun and 13 Cantons must have one of the most unusual pub names in London.

The pub’s website claims that the source of the name is from the Swiss watch-making community that lived and worked in Soho in the late 1800s.

The pub also claims that the name of the pub was originally just “The Sun”, and the 13 Cantons was added in 1882 when the pub reopened after a rebuild, however I am not so sure, and am confident that the pub had its full name of The Sun and 13 Cantons earlier in the 19th century. For example, the following is from the London Morning Advertiser on the 13th of May, 1823:

“Dr. Dell, of the Sun and 13 Cantons, Great Pultney-street, was fined fifteen shillings and costs for the like offence.”

The “like offence” was referring to another fine in the paper where a licensee of a different pub was fined for serving customers after twelve o’clock.

The Englishman (published in London) on the 3rd of June, 1832 had a report about a fire where a couple of people had died, and in the report was stated:

“The inquest was held at the Sun and 13 Cantons, Great Pulteney-street”

To add some mystery, in the London Morning Post on the 22nd of April, 1825, there was an advert for an auction, where Lot 2 was “The Sun and 13 Cantons, Liquor Shop and Public House, on the east side of Castle-street, Leicester Square, adjoining Cecil-court.”

So there are two newspaper reports, one from 1823 and the other form 1832 both referring to the Sun and 13 Cantons being in Great Pultney Street, as it still is today, on the corner with Beak Street, well before the 1882 mentioned on the pub’s website.

The 1825 report is strange as it refers to a pub with the same name, but being in a different, but nearby, location. It is an unusual name for there to be two pubs of the same name, although they were close, so probably had the same association with local Swiss watch makers.

An interesting pub, with a name that recalls some of the people and trades that have made Soho their home.

Old Coffee House – Beak Street

The Old Coffee House is a really good, family run pub, and is well worth a visit for a proper local pub.

The name is strange for a pub, but it does tell of the early history of the site.

The main entrance to the pub today is on Beak Street, and to find the original purpose of the site, we need to look at name changes. The first part of Beak Street was built in 1689 by Thomas Beak, and he gave his name to this first section of the street.

The section of the street where the Old Coffee House is located was developed in 1718, and went by the name of Silver Street. This name was dropped in 1883, when the whole of both Beak and Silver Streets became Beak Street.

A Coffee House was originally on the site of the current pub, and went by the name of the Silver Street Coffee House. I cannot find exactly when the establishment changed from being a coffee house to a pub, but it seems to have been around the 1870s / 1880s, and with a lovely bit of continuity, it kept the Coffee House name as part of the new pub name.

The Old Coffee House appears to have had a number of associations with the theatre, as in the 1920s it was the meeting place on a Sunday morning for members of the Electrical Trades Union Cinema & Theatrical Branch, and in 1948, the Sphere was reporting that the pub had “a very large audition room which has often been used for theatrical rehearsals”. The pub is larger than the pink painted section suggests, as the pub extends further along Marshall Street to the right.

A lovely, traditional Soho pub.

John Snow – Corner of Broadwick Street and Lexington Street

The John Snow pub stands on the corner of Broadwick Street (originally Broad Street) and Lexington Street (originally Cambridge Street). A number of streets in this area of Soho have changed their names since the mid 19th century.

The pub building dates from the 1870s, and was originally called the “Newcastle-upon-Tyne”, The name changed in 1955 to commemorate the centenary of the work in the area of John Snow.

Dr. John Snow, often called the founding father of Epidemiology was known for his work on the transmission of Cholera in London, and he would demonstrate conclusively how this killer of large numbers of Londoners was transmitted. Perhaps hs most well known work was on the location of the source of a Cholera outbreak in 1854 in Broad Street, Soho area.

It is a really fascinating story, and instead of including it in this post about Soho pubs, click here for a dedicated post I wrote a couple of years ago about John Snow and the Soho Cholera Outbreak of 1854.

Star and Garter – Poland Street

The Star and Garter in Poland Street is a lovely little pub squashed between two much later and larger buildings.

Researching the pub, it highlights how pubs once served an essential purpose as the meeting place of clubs and societies, and with the Star and Garter it seems to have been the regular meeting place of two groups who were looking to protect the interests of workers and to campaign for improved rights.

in 1834, the Star and Garter was the meeting place for a Society of Journeymen Tailors, and on joining the society, those working in the trade would “meet with constant employment, and the protection from malicious threats of those who are regardless of their own, or the wellbeing of others”.

In 1868 the Star and Garter was the meeting place of the “West End Cabinetmakers’ Branch of the Reform League”. The Reform League was founded in 1865, and campaigned for all adult males to have the vote.

These meetings also identify some of the trades that once occupied Soho, and as well as watchmakers (from the Sun and 13 Cantons), we also now have tailors and cabinet makers.

The meetings in the Star and Garter in 1868 tell of the long struggle for universal suffrage, the right for every adult in the country to have the vote.

In 1831, only 4,500 men in the whole of the country could vote in parliamentary elections. These 4,500 were generally landowners, and there was incredible inconsistencies across the country where the Borough of Dunwich in Suffolk (population 32, and one of the Rotten Boroughs) could elect two MPs, whilst the expanding industrial cities of Birmingham and Manchester did not have any MPs.

Parliament did, very grudgingly, expand the male vote, for example the Second Reform Act of 1867 expanded the vote to men who owned houses or lodgers who paid rent of £10 a year or more.

It would not be until the 1918 Representation of the People Act that the vote was extended to all men, and also gave the vote to women over the age of thirty who owned property, and all women would have to wait until the Equal Franchise Act of 1928, when any women over the age of 21 (the same as men) would get the vote.

When you sit in pubs such as the Star and Garter, having a pint on a summer afternoon, it is fascinating to think of the Londoners who met here to plan how they would be part of a wider campaign for the vote.

Blue Posts – Corner of Broadwick Street and Berwick Street

On the corner of Broadwick Street and Berwick Street is the Blue Posts pub. The current rather attractive building dates from a 1914 rebuild, however there had been a pub on the site since the original development of the area.

The lantern and decoration on the corner of the pub:

As with other Soho pubs, the Blue Posts was frequently used for auditioning those who wanted to get into the entertainment business, and a typical advert (this example from the Stage in 1925) reads:

“Wanted for Mrs Sydney T. Russelle’s Troupes, good all round Lady Dancers. immediate work for the Continent and England. Only first-class ladies need apply between 2 and 4 Thurs and Fridays at the Blue Posts, Berwick Street”

The Blue Posts also has a rather obscure claim to cinematic fame when a model of the pub was destroyed by a brontosaurus in the 1925 film Lost World. The following clip shows the pub just before the brontosaurus crashes in and demolishes the building:

Apparently the animators, who created a rather impressive animated film for the 1920s, drank in the pub they chose to destroy for the film.

There is a Westminster City Council green plaque on the Berwick Street side of the pub, recording that Jessie Matthews, “Musical Comedy Star of Stage and Screen” was born in Berwick Street in 1907. She was not born in the pub, rather in a flat above a butchers shop at 94 Berwick Street, which is almost half way along Berwick Street from the pub.

Perhaps the Council decided that the Blue Posts was a more permanent building, in a more visible location, to display the plaque then the place of her birth.

Duke of Wellington – Wardour Street

The website of the pub describes the pub as “Serving the LGBTQIA+ community for over 20 years, the Duke of Wellington takes pride in being your Soho local” and it is a very busy Soho pub.

It has long had a Wardour Street address, desite the long length of the building being on Winnett Street.

In 1966, the Tatler described the Duke of Wellington as “facing the stage door of the Queen’s Theatre. perhaps the most famous after-theatre pub in Soho. It has been the property of Christ College Hospital since 1723, and Mr. W. Evans has been the tenant since 1931. Old Tudor beams, stag heads and antique vaults. Home-made lunches are enjoyable and plenty of stimulating theatre chat could keep one going until closing time.”

Today, the pub is owned by the Stonegate Group (was known as the Stonegate Pub Company). I cannot find whether this is freehold or leased, but I suspect that Christ College Hospital have sold the site in the past few decades.

The Ship – Wardour Street

The Ship has a Wardour Street address, and is on the corner of Wardour Street and Flaxman Court.

Again, a lovely traditional pub, but a pub which had a more interesting name than just the Ship.

Dating from the late 18th century, and rebuilt in the late 19th century, the pub was originally called “The Ship in Distress”.

I cannot find any reference to the source of the name, whether it referred to a specific ship, or whether it was just an imagined name.

The last mention I can find of the name Ship in Distress is on the 9th of July, 1865, when in a list of license transfers in the Weekly Advertiser, the license for the Ship in Distress was reported as transferring from Charles Humby to Robert Henwood, although in 1859, the pub was referred to as the “New Ship” in a number of newspapers, for example with reports of the results of a Billiard competition between pubs.

The pub may have changed name at the same time as a rebuild, and the use of the old name with the license renewal six years after the name “New Ship” was in use, may just have been an error with records not catching up with name changes.

The name may have changed as the “Ship in Distress” is a rather depressing name, recording either a factual or fictional tragic event. New landlords / owners may have wanted to have a more positive name, and changed to the Ship, which was probably how the pub was called in day to day use.

In recent decades, the Ship was frequently used by many of the musicians who lived, performed, and had business in the area of Wardour Street. The Marquis Club was a short walk from the Ship, and there are various stories about Keith Moon of the Who being banned from the Ship, the Clash drinking in the pub, along with many other musicians.

The George – D’Arblay Street

The George is on the corner of D’Arblay Street and Wardour Street.

To help with dating the building, the year 1897 is displayed on the corner of the building, on the first floor, and on the second floor there is an image of presumably one of the King George’s that the pub is named after.

The Survey of London records that the George has been here since at least 1739, so at around the same time as the street was laid out in 1735. Based on this date, the George could be George II who became monarch in the year 1727.

The George was originally on Portland Street, the original name of the street that became D’Arblay Street in 1909 after Fanny Burney (the novelist, diarist and playwright, who lived from 1752 to 1840), and who lived in Soho, and married French émigré General Alexandre D’Arblay.

I find it strange that to name a street after a woman, you use the surname of her husband. I am always cautious with applying a 21st century view to earlier times, however a quick newspaper search, and the name Fanny Burney was used many, many more times both during and after her life, rather than Madame D’Arblay as she was also known, so rather than D’Arblay Street, perhaps the street should be called Burney Street.

The Hat Tavern – Great Chapel Street

I was in two minds whether to include this establishment, which has a full name of Mr Fogg’s Hat Tavern, and is on the corner of Great Chapel Street and Hollen Street. It is one of a number of taverns and gin establishments across London which go under the Mr. Fogg brand, named after Phileas J. Fogg, the lead character in Jules Verne novel Around the World in Eighty Days.

It is a pub on the ground floor, and a gin club in the basement.

The name Hat Tavern is taken from the building on the opposite side of Hollen Street, which still has the wording “Hat Factory Henry Heath Oxford Street”.

The Henry Heath Hat Factory occupied a large site between Hollen Street and Oxford Street, where hats were manufactured, and sold from the building that faced onto Oxford Street.

The company manufactured hats for a range for uses, from sporting (such as ventilated hunting caps for ladies and gentlemen) to formal (with silk hats).

In 1885, the company was advertising “The Exhibition of ‘RATIONAL DRESS’ – HENRY HEATH of 107, Oxford Street has a sensible improvement in the shape of a soft-banded hat. Everyone knows the painful sensation experienced from the pressure of the usual stiff felt or silk hat; this is quite obviated in the hat manufactured by HENRY HEATH”.

In 1922, Henry Heath celebrated their centenary, and in newspapers announced that their rebuilt showroom in Oxford Street was now open. The factory between Oxford and Hollen Streets employed 200 workers, and their hat making skills led to the following 1922 description of the business in the Pall Mall Gazette:

“Henry Heath has supplied the headgear of each succeeding monarch during the century that has elapsed between George IV and George V, as well as of all the notabilities of each reign. The Prince of Wales, just before his Indian tour, appointed Henry Heath his hatter by Royal Warrant. many foreign monarchs too, have been fitted by Henry Heath, and have appointed him Royal hatter; the King of Spain amongst them.

Such is the International reputation of ‘Ye Hatterie’ as the famous establishment in Oxford-street is known, that visitors from all parts of the globe come to this historic house to be fitted with their headgear while sojourning in London.”

The last mention of Henry Heath hats I could find was in Country Life in 1962 where one of their soft brown hats were been shown as part of an overall outfit. In the 1930s, 40s and 50s they seem to have either moved to, or opened a showroom in New Bond Street, and the number of adverts in the London press declined gradually.

Whether they were still an independent company in the 1960s, I cannot confirm, however it appears that the Henry Heath brand disappeared in the 1960s, most likely the victim of changing fashions and cheaper imports.

The building that once had Henry Heath’s showroom is still to be seen in Oxford Street, and it is an interesting building which I will save for a future post.

That was a bit of a diversion, but it explains why the Hat Tavern has the name.

Before the Hat Tavern opened, the building was the Star pub / coffee shop, before that the Bloemfontein, and originally the George, with the first reference I could find for the George being in the Morning Chronicle in 1817.

The Nellie Dean of Soho – Dean Street

The Nellie Dean of Soho occupies a listed building, and the Grade II listing details on the Historic England site states:

“Corner public house. Possibly earlier C18 fabric, refronted c.1800 with c.1900 pub front. Stock brick, slate roof, 3 storeys and dormered mansard. 4 windows wide with 3 window returns to Carlisle Street. c.1900 pilastered pub front to ground floor with angled entrance on corner. Upper floors have recessed sash windows, no glazing bars, under red brick gauged flat arches. Crowning stucco cornice with open cast iron balustrade in front of mansard. Formerly called the “Highlander”. A public house was on the site in 1748. Prominent corner with strong group value.”

The first reference I can find to the Highlander pub is from 1826 when the pub featured in a court report where the defendant was identified as living at the Highlander.

The name Nellie Dean comes from the sentimental song “(You’re My Heart’s Desire, I Love You) Nellie Dean” written by the American composer Henry W. Armstrong in 1905.

The song became the signature song of the music hall star Gertie Gitana, after her brother had heard the song whilst in America.

Gertie Gitana died in 1957, and the following is typical of newspaper reporting of her burial at Wigston Magna, Leicestershire:

“A cold wind blew through the scores of wreaths that had been hung over the railings at the edge of the grave as more than 200 people stood in silent tribute to the gay, sunbonnet girl of the old time music hall.

Gertie was more than just a variety artist. She expressed the spirit of her age and the careless rapture that went with it. Her songs were sad, but they were also gay.

Before Nellie Dean became a stock song for gentlemen songsters on a spree, she could, by swinging it, make it sound like the happiest ballad in the world.

To many she was Nellie Dean and many of the wreaths at her graveside were addressed in this way. Flowers arranged in notes of music came from her music hall friends. There were wreaths from the Variety Artists Federation, the Water Rats, Robb Wilton and entertainers from each corner of the British Isles.

All wished to say to Gertie Gitana – Thanks for the memory.”

Gertie Gitana singing Nellie Dean (if you cannot see the video, click here to go to the website):

And that is the origin of the Nellie Dean of Soho in Dean Street. I wonder if Nellie Dean is still a “stock song for gentlemen songsters on a spree” in the pubs of Soho.

I will continue my exploration of Soho pubs in a few weeks time.

alondoninheritance.com

Late Victorian London in Photos

One ticket has just become free for my walk next Sunday, the 18th of August, exploring the Lost Landscape and Transformation of Puddle Dock and Thames Street, an area that could soon change dramatically. Click here for booking and details.

Four years ago, I published some photos from the book “The Queen’s London”. This was a book published in 1896 and described as “A pictorial and descriptive record of the Streets, Buildings, Parks and Scenery of the Great Metropolis in the Fifty-Ninth Year of the reign of Her Majesty Queen Victoria”.

The photos in the book show London as it was, near the end of both the 19th century and the Victorian period. A century and a reign of considerable change across the city.

New streets had been carved through areas of historic small streets, courts and alleys. Many of the city’s slum areas had been cleared and rebuilt, although there were many left, and the 19th century had not really done much for the average worker, with poor housing, low wages, and often unstable employment.

However, the 19th century also saw a rapidly growing middle class, who lived in the terrace houses that expanded rapidly in the suburbs.

In many ways, London is still a 19th century city. Although industry has almost disappeared from the city, but many of the innovations of the 19th century have continued to expand, and enable the growth of the city, for example the Underground (the first stretch of the Central Line between Shepherds Bush and Bank opened in 1900, and parts of what are now the Circle, District, Northern, Metropolitan, Waterloo & City, opened in the last few decades of the 19th century).

The railways were transporting passengers and commuters into the city, road traffic was growing rapidly. The docks were exporting and importing goods across the world and serving the industries expanding across the country.

Institutions and places such as the Natural History Museum, Albert Hall, University College London, the National Gallery, Trafalgar Square were founded / built, along with the current Palace of Westminster. The Embankment and the first great sewer system was constructed.

The City of London was a global centre of finance and business, and to emphasize how the City had changed during the 19th century, the population of the City had declined as commerce and industrial took as much space as possible, and after the 1666 Great Fire, the Victorian period saw one of the largest periods of closures of City churches due to the dwindling population.

In the 124 years since, there have not been so many fundamental changes to the city. We have just expanded much of what was started by the Victorians (housing, transport networks etc.), and the landscape has changed from relatively low buildings (where St. Paul’s still stood high above the rest of the city’s buildings), to a city of towers, both office and residential.

The major changes have been the exodus of manufacturing industry and the closure of the docks, air travel resulting in London being one of the world’s main tourist destinations, a move to a service / cultural / knowledge based industries (although the roots of these were formed in the 19th century, and earlier), along with significant demographic change.

The dedication at the start of the book shows perhaps one of the most significant changes, when in the 1890s, London was the capital of an empire on which “the sun never sets”:

“To her most Excellent Majesty Victoria, Queen of Great Britain and Ireland, Empress of India, etc. etc. This Pictorial representation of the Capital of Her Empire is by Her Majesty’s Most Gracious Permission., respectfully dedicated.”

The riches from the Empire, whether traded goods or finance, were one of the key drivers of the development of 19th century London, and it was the loss of the Empire, two World Wars, and significant social change, and change in the workplace, that contributed to the development of the London we see today, built on the foundations of the 19th century.

To see how the city has changed, the following photos are a sample from “The Queen’s London”, showing how a Londoner or visitor in the 1890s would see the city (the captions from the book are below each photo):

The Victoria Embankment, From Waterloo Bridge

“The Victoria Embankment, as viewed from Waterloo Bridge, quite surpasses anything that is seen beside the Seine or the Tiber. Its magnificent sweep from the Houses of Parliament to St. Paul’s is one of the finest sights in the whole of London, and cannot fail to impress every observer. Cityward the most noticeable building is Somerset House, with its fine façade of 780 feet, and beyond this lie the Offices of the London School Board, the Temple Library, Sion College Library, and the City of London School. The Embankment itself, the greatest achievement of the late Metropolitan Board of Works, cost nearly two millions, and its construction occupied six years – 1864 to 1870.”

The caption mentions the “late Metropolitan Board of Works”, which was founded in 1856, and then integrated into the London County Council in 1889, following a number of corruption scandals within the MBW, and the drive to deliver competent, London wide, governance, another late 19th century initiative.

St. Paul’s Cathedral

“This noble Cathedral is the third largest church in Christendom, being only surpassed by St. Peter’s in Rome and the cathedral in Milan. The old Cathedral was burnt in 1666, and the first stone of the one designed by Sir Christopher Wren was laid in 1675, divine service being celebrated twenty-two years later. the great architect is buried in the east end of the crypt. The building cost, according to Milman, £736,750, and not only was it virtually completed by one architect, and under one bishop, but the same master builder who laid the first stone also laid that crowning the cupola. The great dome is 112 feet in diameter, 27 feet less than that of St. Peter’s. the Cathedral is 500 feet in length, and the height to the top of the cross from the road is 370 feet.”

London was a low rise city at the end of the 19th century, and would stay that way for much of the 20th century, until buildings such as the Post Office Tower (1964), and the Nat West building (1980) were constructed. In the following decades there would be an explosion of tall towers across the city, both office and residential, however there are now protected views of St. Paul’s Cathedral, which were brought in after developments such as the Post Office Faraday Building (1933) in Queen Victoria Street were constructed, higher than other buildings between the Thames and Cathedral, and impacting the view of the cathedral.

The National Gallery, With St. Martin’s Church

“The National Gallery, concerning the merits or demerits of which such strong opinions are expressed by architectural critics, is Grecian in style and Wilkins was responsible for the design. This gallery was built in 1832-8 to receive the pictures of which the nucleus had been formed in 1824; after twenty two years, the structure was considerably enlarged, and the façade is now 460 feet in length. To the right, in our view, is the church of St. Martin’s-in-the-Fields, which boasts a Grecian portico of quite unusual beauty. It was built in 1721-6 by Gibbs, on the site of an earlier church; and in the old churchyard lies buried Nell Gwynne, under whose bequest the fine bells are rung every week.”

The opening sentence in the above description shows another constant in London’s history – that there will always be strongly differing opinions about the new buildings that line the city streets.

The Customs House

“Between London Bridge and the Tower, and having, separating it from the Thames, a broad quay that was for long almost the only riverside walk open to the public, is the Customs House. Five earlier buildings on the same site were destroyed by fire, and the present structure was erected in 1814-17, the fine façade being designed by Sir R. Smirke. Some 2,000 officials are employed at the Customs House, and in its famous Long Room alone – 190 feet by 60 feet – eighty clerks are habitually engaged. this is not surprising, for the trade of the Port of London is by far the greatest of any port in the world. the building, which is entered from Lower Thames Street, contains an interesting Smuggling Museum.”

The Customs House building is still there, although, the closure of the docks made the purpose of the building redundant. The caption makes an interesting point regarding access to the river, as it was “for long almost the only riverside walk in London, open to the public”, however although we now have long lengths of riverside walks, in many ways as the Thames is no longer really a working river, we have lost a much greater connection with the Thames.

The Natural History Museum, South Kensington

“A high place among the fine public buildings in South Kensington must be given to the Natural History Museum, which faces Cromwell Road. Mr. Waterhouse, R.A. was the architect, and the erection occupied the years 1873-80. The structure is Romanesque in style, and the terra-cotta façade is, with good reason, greatly admired. The Museum is 675 feet in length, and the towers which rise from the wings are 192 feet high. Hither were brought the Natural History collections of the British Museum in order to relieve in some measure the congested condition of the national institution in Bloomsbury. Considering the popularity of such collections, it is not surprising that the annual number of visitors to the Natural History Museum should be over 400,000.”

In the late 19th century, 400,000 visitors probably seemed like a very large number, however in the Natural History Museums latest annual review, they state that “In the year to April 2023, we welcomed 5,157,405 visitors”.

Much of this growth has been fuelled by the growth in tourism within London, but the figures highlight that with many aspects of London today, it is just a much busier / larger version of what was established in the 19th century.

The Royal Exchange

“Few edifices in London are more impressive that the Royal Exchange, with its stately Corinthian portico. it was built by Tite in 1842-4, on the site of Gresham’s Exchange. In the tympanum is a group representing the Sovereignty of Commerce, whilst below are inscribed the words ‘The earth is the Lord’s, and the fullness thereof’. Business is transacted in the building of an afternoon, the attendance being greatest on Tuesdays and Fridays. On the left of the Royal Exchange is the Bank of England, at one end of Threadneedle Street. the equestrian statue in front represents Wellington and is an excellent specimen of Chantry’s work. The open space bounded by the Exchange, the Bank, and the Mansion House is perhaps the busiest in all the City.”

The congested junction in front of the Royal Exchange was long a problem with City traffic and is one of the reasons why Upper and Lower Thames Street and London Wall were widened as east – west routes to bypass the Bank junction (see last week’s post).

Today, the junction is very different, not only has horse drawn traffic long disappeared from the City streets, changes brought in by the City of London to reduce vehicular traffic in the City have made the junction much quieter.

The Strand, Looking West

“No better idea of the Strand can be obtained than from the church of St. Mary-le-Strand, whence this view was taken. On the left is the entrance to Somerset House, used as Government offices and erected by Sir William Chambers in 1776-80, in place of the old palace begun by the Protector Somerset. A little further west is Wellington Street, bisecting the Strand and affording access to Waterloo Bridge. At the far end of the houses is seen the Nelson monument in Trafalgar Square. The Strand is the southern main artery from the City to the West End, and is always crowded with traffic, especially when the theatres which abound in the neighbourhood are being emptied of their patrons. The thoroughfare, which is here shown at its broadest, owes its name to the fact that the Thames formerly flowed close beside it.”

Apart from Somerset House, nearly all he buildings in this view have been demolished, however the terrace immediately to the right of Somerset House can still be seen today, to give an impression of what the overall street would have once looked like.

The reference in the caption to the theatres of the West End is just as relevant today, as it was in the 1890s.

The Crystal Palace

“Built of the materials that housed the Great Exhibition of 1851 in Hyde Park, the Crystal Palace at Sydenham cost no less than a million and a half sterling. It is composed entirely of glass and iron, and was designed by Sir James Paxton. The Palace from its lofty eminence is visible for miles in every direction. Its principal hall, or nave, is 1,608 feet long, while the central transept is 390 feet long by 120 feet broad and rises to a height of 175 feet. On either side of the Palace are the water towers, each 282 feet high, and these add greatly to the general effect, best appreciated from the delightful grounds, which cover some 200 acres. Our view shows the Upper Terrace, the Central Transept, and the northern Water Tower.”

Crystal Palace was destroyed by fire in November 1936, although the building has gone, the name remains.

The following photos are from the Britain from Above website, showing Crystal Palace before the fire (!928):

And after the fire (1936):

The Tower Bridge

“Further communication across the Thames at this point had been urgently needed for many years. The necessary act was passed in 1885, the foundation stone laid by the Prince of Wales on June 21, 1886, and the work completed at a cost of about a million sterling in 1894. the bridge, designed by Mr. Wolfe Barry, C.B. is of somewhat peculiar construction, the low level passage being on the ‘bascule’ principle: i.e. the centre span of 200 feet is divided into two, each half being pivoted and furnished with a counterpoise, and hauled upward and back against the towers when the waterway is opened, the bridge is shown thus opened in the view. A high-level footway is also carried across nearly at the top of the towers, access to this being afforded by lifts in the latter. The side spans are on the suspension principle.”

Tower Bridge was the last central London road bridge to be built, so by the end of the 19th century, London had the same number of road bridges as we do today. This also applies to the rail bridges. Some have though been rebuilt, and dates for the first and current road bridges are show below:

  • London Bridge – very early : 1973
  • Southwark Bridge – 1819 : 1921
  • Blackfriars Bridge – 1769 : 1869
  • Waterloo Bridge – 1817 : 1942
  • Westminster Bridge – 1750 : 1862

The only completely new river crossing we have built since the end of the 19th century is the Millennium Foot Bridge.

The Imperial Institute

“The Imperial Institute at South Kensington was built with the twofold object of celebrating the Queen’s Jubilee and cementing the British Empire. Her Majesty in person both laid the foundation stone of this splendid building in 1887, and declared it open in 1893. The architect, Mr. T.E. Colcutt, was inspired by Tennyson’s words ‘Raise a stately memorial, Make it really gorgeous, Some Imperial Institute, Rich in symbol, in ornament, Which may speak to the centuries’. In design the Institute is Renaissance, freely treated. the main entrance is particularly fine, and the interior is worthy the exterior. Altogether the buildings occupy two acres. Every Friday, the public is admitted free to the exhibitions, and the attractions of the Institute are enhanced by concerts, lectures etc.”

Despite Tennyson’s words and the ideals that the Imperial Institute aspired to, it was not a great success, and by 1899, the University of London had taken over half of the building for administrative offices.

Demolition started in 1957 and was completed by 1967. The site of the Imperial Institute is now occupied by Imperial College.

The tower that can be seen to the right of the above photo was saved from demolition, and after some substantial works to enable the tower to stand on its own, it now stands within the Imperial college campus, and can be seen close up by cutting through the campus along Imperial College Road.

Yeoman of the Guard

“In very welcome contrast to the sober story of the Tower of London is the bright red uniform of its wardens – the Yeoman of the Guard. These men are commonly called Beefeaters, a title as to the derivation of which etymologists differ. Some explain it as a corruption of ‘buffetiers’ or waiters at the royal buffet; others trace it back to the rations of beer formerly served out to men whilst on duty. Be this as it may, the Yeoman of the Guard are veterans who have all more or less distinguished themselves on the field of battle. On State occasions they sometimes constitute a picturesque guard of honour, and at the opening of each new Session of Parliament a body of them searches the cellars of the Houses of Parliament as a precaution against any ‘gunpowder treason and plot’.”

The Yeoman of the Guard are still very much a key part of the Tower of London. I suspect the beard size has decreased somewhat since the end of the 19th century. The major change to the Yeoman of the Guard was very recent, with Moira Cameron becoming the first female Yeoman in 2007.

Greenwich Hospital

“Greenwich Hospital occupies the site of the royal palace erected in the fifteenth century on the south bank of the Thames four miles from London bridge. To students of Inigo Jones and Sir Christopher Wren, the Hospital is of great architectural interest. It consists of four quadrangles, and is best seen from the river, whence the less worthy portions are invisible. William and Mary deserve the credit of rebuilding the palace and of converting it into a refuge for decrepit and disabled seamen. In the present reign, however, in the year 1871, the pensioners made way under an Admiralty scheme for naval cadets, who are here educated. The Painted Hall, the Nelson relics, and the ship models, regularly draw to the Hospital troops of visitors.”

The Naval College for cadets closed in 1997. Part of the site is now occupied by the University of Greenwich, and it is often used as a film set.

The above view is much the same today, and it is worth walking under the Thames in the Greenwich foot tunnel to get to Island Gardens to see the late 19th century view, as it still appears today.

Holloway Gaol

“Her Majesty’s prison at Holloway is an imposing building, modern in date and castellated in design, with excellently arranged accommodation. It is the chief gaol for London and the county of Middlesex, and is constantly in evidence owing to the fact that prisoners awaiting trial are thither sent. Holloway Gaol also offers hospitality to debtors, to female convicted prisoners, and to a few special offenders, such as those who have committed contempt of court. Lieut-Colonel E.S. Milman combines in his person two offices, being Governor of both Holloway and Newgate prisons. Pentonville Prison is less than half a mile distant.”

Holloway Prison closed in 2016, and the prison is probably best known for being the place where the last women to be executed, Ruth Eillis, was hung in 1955.

Ludgate Circus

“One of the busiest spots in the City is Ludgate Circus, where meet Fleet Street, Ludgate Hill, Farringdon Street and New Bridge Street. As may be seen from our view, the stately dome and towers of St. Paul’s Cathedral are conspicuous objects from the Circus, although the railway bridge and the slender steeple of St. Martin’s – one of Wren’s churches – obstruct the view. The name Ludgate is derived from an old gate – the sixth and principal gate of London – says Stow on his survey, which was taken in 1760. Antiquaries, however, differ as to whether the gate was built by a King Lud, who flourished B.C.66, or whether the word is merely a corruption of Floodgate or Fleetgate.”

Apart from the cathedral and church, the only building that remains from the 1890s view is the building on the left of the photo.

The railway bridge has gone, with the railway through Ludgate Hill being replaced by the Thameslink route, with the railway now running underground, and the new City Thameslink station on the right of Ludgate Hill, just the other side of where the bridge was in the photo.

Although the buildings have changed, the view up Ludgate Hill to the focal point of the cathedral is essentially the same.

London Bridge, Looking North-West

“The most noticeable thing about London Bridge is the enormous traffic over it – now however, appreciably relieved by the Tower Bridge a little further east. London Bridge is only 54 feet broad, so that it is not surprising that many projects for widening should have been discussed. The first bridge over the Thames at this point was built about A.D. 994; the first stone one was finished in 1208. Since then the bridge has often been the scene of fighting and tumult, as well as of state pageants. In Elizabeth’s reign it was restored, afterwards the horrid custom grew of exposing upon it the heads of traitors. The present bridge was commenced under Rennie in 1824 and cost £506,000.”

The bridge shown in the above view is not the London Bridge we see today. The latest incarnation of London bridge was constructed about 30 metres to the west of the previous bridge shown in the photo, and opened in 1973.

The bridge in the photo was taken apart and sold to the American entrepreneur Robert McCulloch, who had the bridge rebuilt at Lake Havasu City in Arizona, although by rebuilt, the stones from the earlier bridge were mainly used as facing stones on a steel reinforced concrete structure, required to give the bridge the strength needed to carry traffic.

The Charing Cross Hotel

“Charing Cross Hotel is situated at the South Eastern Railway Company’s western terminus, and lends a dignity to the line which the hideous bridge across the Thames does its best to destroy. Entrance to the station is obtained from the large yard, which generally presents a very busy scene, especially when the Continental mail is about to start. The hotel was built by Sir C. Barry, on the site of Hungerford Market. Charing Cross was once marked by a Gothic Monument, known as Eleanor’s Cross which Edward I erected to distinguish the spot where his dead wife’s body remained a while when being taken to Westminster Abbey. It was erected in 1291, but in 1647 was removed by order of Parliament. The present cross is the work of the late E.M. Barry.”

This view remains almost the same to this day. Charing Cross is one of the few stations that has retained the hotel building that stood between the station platforms and the street. This was a feature of many other stations, such as Cannon Street, which have lost their hotels during redevelopment.

The Charing Cross building continues to be a hotel and is now the Clermont Hotel.

What the caption to the photo does not really make clear is that the cross by E.M. Barry is not in the same position as the original Eleanor Cross – see this post, and the Hungerford Market which was on the site of the station has a really interesting history, which I discovered in this post.

Cleopatra’s Needle

“Conspicuously placed on the Victoria Embankment is the famous granite obelisk known as Cleopatra’s Needle. It was put up in Heliopolis by Pharaoh Thothmes II, about 1500 B.C,. and twenty-three years before the Christian era it was erected at Alexandria – Cleopatra’s city. For centuries, the obelisk lay neglected in the sand, but in 1819 it was presented to the British nation by Mohammed Ali as a memorial of Nelson and Abercromby. Dr. (afterwards Sir) Erasmus Wilson expended £10,000 upon its removal to this country in 1877. Owing to stormy weather the transport ship had to be abandoned in the bay of Biscay, but fortunately the monument was rescued, and in the following year it was placed in its present position near Waterloo Bridge. It is 68.5 feet high, and weighs 180 tons. The sphinxes are modern.”

A view that looks much the same today, with the same lamps on the Embankment wall, and trees between the pavement and the road. I doubt the trees are the same as those in place today, and there is now a cycle way between trees and road, and in the background it is the original Waterloo Bridge that can be seen.

Oxford Street, Looking East

“A very characteristic part of Oxford Street is depicted above. The large house of which the corner is seen on the left is Messrs. Marshall & Snelgrove’s and in all directions are shops dear to the hearts of town and country ladies. New Bond Street opens on the right, where the flag is waving; and the view extends beyond Oxford Circus. Oxford Street is, as everybody knows, one of the main arteries of the metropolis, through which the traffic flows from east to west, and from west to east, in an unceasing stream; and the broadness of the thoroughfare at this spot affords a pleasing contrast to the cramped and inconvenient proportions of the Strand and Fleet Street.”

I am not sure if the shops along Oxford Street are “dear to the hearts of town and country ladies” today, and the street has come in for considerable criticism over the previous few years, with a number of shops closing, and the take over of many shops by American Candy Stores. The future of the Marks & Spencer store in the street is uncertain as the company want to demolish and rebuild, whilst there are campaigns to save the building.

Oxford Street is a street that needs some considerable change if it is to regain its reputation as one of the premier shopping streets in the country.

Hammersmith Bridge, From The South Side

“At Hammersmith, the River Thames is spanned by a very graceful Suspension Bridge, which was opened in the summer of 1887 by the late Prince Albert Victor, Duke of Clarence. This bridge serves the district between Putney and Kew, a distance of five and a half miles. The parish church which is, however, of no particular interest is shown in the picture presented above. perhaps the most striking feature of Hammersmith, which lies, of course, on the left bank of the river, is the Mall, where are situated houses dating from the reign of Queen Anne. At Hammersmith, too, are the headquarters of the various boating clubs. The bridge used to be crowded on the occasion of the Oxford and Cambridge boat-race, but of late years, this practice has been forbidden by the authorities.”

The view of the bridge itself is much the same today as it was in the 1890s. Hammersmith Bridge was closed in 2020 due to micro-fractures, caused by corrosion, being found in the structure of the bridge.

It has since been reopened for pedestrians and cyclists (who need to dismount their bike to cross the bridge), and the task of trying to find a solution and repair the bridge is underway, although there is as yet no date when, or if, the bridge will ever fully reopen.

The main issue is financial, as the costs to repair such an old, Grade II* listed structure are considerable, and the previous Government told Hammersmith & Fulham Council that they would have to fund 33% of the estimated £250 million repair costs.

I suspect that the Victorians would have been stunned by the delays in repairing this bridge, however the approach taken in the 19th century would simply have been to demolish the existing bridge and build new. There was very little consideration of the historical or architectural significance of buildings and structures in the 19th century, and if they were in the way of what was assumed to be “progress”, they were simply demolished.

The West India Import Dock

“The West India Docks, a hundred and sixty four acres in extent, consist of two parallel docks running east and west from Limehouse to Blackwell. Over the chief, or western entrance are inscribed the words ‘The West India Import Dock, begun 12th July 1800; opened for business 1st September 1802’. The opening ceremony was performed by William Pitt, and this was the first wet dock built on the north side of the Thames. The Import Dock, the more northerly of the two has on the north side eleven huge warehouses, capable of accommodating nearly a hundred thousand tons of goods; here are stored sugar, coffee, flour, cocoa, spices etc. The other West India Dock is known as the Export Dock.”

A time travelling Victorian would be able to tecognise many of the photos from the 1890s included in the post above, however the West India Import Dock would be unrecognisable.

The dock is part of the overall Canary Wharf development, and whilst part of the dock remains, there is water for much of the original overall east – west length, the width has been reduced, considerable new office building on either side of the water, and the new Elizabeth Line Canary Wharf Station has been built along what was once the centre of the dock.

What the time traveler may recognise are the buildings of the Museum of London, Docklands at the north west corner of the old West India Import Dock. The museum is housed in one of the last remaining, Grade I listed warehouses which date from 1802.

The changes at the West India Import Dock represent not just the closure of the working dock, but the loss of a complete form of trade, with all the jobs and industries that were dependent on the ships that once sailed to and from the central London docks.

I find it fascinating to consider how a major city such as London changes over time, how there are periods in the life of a city which put into place the foundations of how the city will operate for the next one hundred years plus.

Much of what we see in London today, does have its roots in the 19th century, and we have just expanded what was started over one hundred years ago.

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Greater London 1937 Highway Development Survey

Two tickets have just become free for my walk on Sunday, the 18th of August, exploring the Lost Landscape and Transformation of Puddle Dock and Thames Street, an area that could soon change dramatically. Click here for booking and details.

The 1937 Highway Development Survey of Greater London (published in 1938), was an attempt to address the rising level of road traffic and congestion in the Greater London area. It was commissioned by the Minister of Transport and was the work of Sir Charles Bressey with Sir Edwin Lutyens acting as a consultant.

In the decades at the end of the 19th century, and the first few decades of the 20th century, traffic on London’s roads had been rising rapidly. This was the result of a number of factors, including:

  • Increasing trade, both within the City and with the rapid growth of trade through London’s docks, along with expansion of the docks
  • Growth in Greater London’s population from 7.5 million in 1906 to 9.5 million in 1935 (with one fifth of the population of Great Britain and one quarter of the working population)
  • New modes of transport (underground, railways) along with growth in buses and trams and trolley-buses, as well as growth in petrol based vehicles
  • The growth of the suburbs around London and increasing travel into the centre of the city, from home to work (central London’s population had been in a slow decline due to the growth in industry, but the population of the wider suburbs had been growing rapidly)

The number of motor vehicles in the country was also expanding rapidly, as shown by the following graphs from the report:

Based on a 1922 start point, the number of motor vehicles had grown by 185%, from 1 million, to over 2.5 million, whilst the population had only grown by around 5%, and the number of vehicles by mile of road had risen from 5 in 1922 to 15 by 1936.

The above graphs covered the whole of the country. The report also included lots of London specific data, including the following numbers in a table headed “Millions of Passenger Journeys”:

The majority of the report was the work of Sir Charles Bressey, who was a civil engineer and surveyor with a broad experience of the design of road systems. He was already a surveyor, working in his father’s practice in the City of London, and during the First World War, he put his experience to the construction of military roads in France whilst in the Royal Engineers.

Sir Charles Bressey:

Attribution and source: GPO Film Unit, Public domain, via Wikimedia Commons

Sir Edwin Lutyens was known mainly as an architect, designing a wide range of public and office buildings, government offices, churches and private houses. he also designed a number of war memorials, including the Cenotaph in Whitehall.

Their report was published in 1938, and contains a comprehensive number of recommendations to address the expected continual rise in the growth of road usage through to the 1960s.

The report first identifies places which were “Centre of Congestion”, including:

  • Oxford Circus – This is the focal point of Oxford Street; at times throughout the day, and particularly at morning and afternoon peak hours, congestion here is excessive, and saturation point is reached.
  • Gardiner’s Corner, Aldgate – This is probably the key point to the east end. A large proportion of the traffic from the east and the eastern suburbs to the City and vice versa pass this point. It is adjacent to the Docks, to Spitalfields Market and to the manufacturing and trading districts of Stepney, Whitechapel, Spitalfields, Shoreditch, etc. Five roads converge on the point and there is a substantial proportion of turning traffic from and to all the thoroughfares involved.
  • Hammersmith Broadway – A complex and badly arranged six way junction in which four of the converging roads are so close together that, without the most extensive alterations, adequate weaving space for roundabout work could not be obtained.

As part of the data collection process to help form the recommendations of the report, four routes across London were selected, and a 16 H.P, Austin Light-Six Touring Car drove along each of the routes every day (excluding Sundays), from 8 am to 7pm (1pm on Saturdays).

The car was “driven by a steady and competent chauffeur, who had no inducement to attempt to break records or to take risk”, and an observer was also in the car armed with a stop-watch and clip board to record times of sections along each of the routes.

Of all routes and sections along the routes, the slowest were:

  • between Ludgate Circus and Commercial Road on the west – east route where the average was only 5.85 miles per hour, while of the slowest journey, the pace dropped to 3.6 miles per hour, and;
  • between Euston Road and Trafalgar Square, via Tottenham Court Road, on the north-west – south east route. here the average pace was 7.7 miles per hour, while on the slowest journey, the figure dropped to 6.3 miles per hour.

Road improvements included the greater use of roundabouts which were seen as a way of improving traffic flow where several roads met at a junction. The first roundabout in the country was in Letchworth Garden City in 1907, but they would not really proliferate until the 1960s,

The report included several suggested designs for roundabouts, including the following two:

Slow roads were not the only problem identified in the report, there were many other factors identified, including one which showed the expected increase in air travel.

In the 1930s, there were a large number of airfields surrounding London, as the following table from the report identifies:

The number of airfields was expected to increase, with the following table identifying possible new locations:

The recommendations of the report covered new roads, city loops, motorways, street widening, changing the configuration of junctions, including the use of roundabouts, and a comprehensive list of schemes was included in the report:

and:

The recommended schemes include lots of proposals within London, such as the Piccadilly Improvement, Mayfair – Soho route etc. and the report is one of the first I have read which recognises that travel to and from London is dependent on the wider network across the country, so we have proposed schemes such as the Cambridge Road Northern Extension past Ware, Improvement of London to Ongar Road (A.113) and Extension to Norwich, and the London – Birmingham Route.

London to Birmingham would later become either the M40 or the combination of M1 and M6.

Another proposal in the list which would later become a new motorway is the Coulsdon – Crawley – Brighton route, which today is the M23 and A23.

The published report included a pocket at the back of the book in which there were a couple of very large maps.

The proposed new routes and changes were drawn on the maps, and I have reproduced these below.

It was difficult to photograph the maps due to their large size, and as they are almost 90 years old, I wanted to be very careful to avoid any tears or other damage, however I hope the following images provide a view of what was proposed back in 1937:

The above map shows the wider area surrounding London, and we are starting to get a map that is recognisable today, for example:

  • A new outer ring road for London, which for 1937 was a considerable way from the centre of the city. This outer ring road (with some changing of routing) is today the M25. Strange though that where the road crosses the Thames to the east, the north and southern routes do not meet at the location of what would become the Dartford Crossing.
  • The Motorway network spreading out from London. There are thick red lines running out from London across the wider country. These were the proposed major routes that would connect London with the rest of the country – an urgent need given the increasing number of motor vehicles of all types, both private and commercial.
  • The growth in the docks to the east of the city, with the thick red line to the right, leading north from the area around Tilbury, Corringham and Canvey Island.

The list of proposals shown on the map was included in the following key:

The following map shows the Great London proposals:

Along with the following key to the proposals:

Proposals included adding a second tunnel to the Blackwall Tunnel (which would not be completed until 1967), as well as the Rotherhithe Tunnel, which would not get its second tunnel, and would stay to this day as a tunnel with traffic running in both directions in a single bore.

The City Loop-Way was described in the report as follows:

“To relieve the almost intolerable pressure on the main routes which now traverse the heart of the City, converging upon the Mansion House and St. Paul’s Cathedral, the creation of the City Loop-Way is recommended, with a view to encouraging drivers to avoid the most congested central area.

The most important section of the Loop-Way would extend from Blackfriars to the Tower, thus forming a continuation of the Victoria Embankment eastwards to the Tower, thus forming a continuation of the Victoria Embankment Route, through a dingy part of the City, which stands urgently in need of renovation. From the Tower, the Loop-Way would follow approximately the general line – Crutched Friars – Duke Street – Camomile Street – London Wall to Wood Street; from here a new cut would be necessary to reach Aldersgate Street; Bartholomew Close is traversed and replanned, and a proper outlet formed into Farringdon Street, down which we turn to Blackfriars, thus completing the circuit.”

Whilst the Loop-Way did not get built, what is interesting about many of these proposals is how they, or variations of the proposals get included in future plans for London, so for example, parts of the Loop-Way can be seen in the 1944 City of London report covering Post-War Reconstruction of the City of London, where northern and southern routes around the City were proposed extending from Aldgate to Holborn via London Wall, and the Tower to Blackfriars along Lower and Upper Thames Street.

The following map from the 1944 report illustrates these routes as thick red lines to north and south:

Lower and Upper Thames Street did get considerably widened and now form a southern route to bypass the centre of the City of London, with the connection through to Blackfriars being completed in the late 1970s. All that got built of the northern route was the dual carriageway section along London Wall and part of Wormwood Street.

Some detail from the Greater London map shows some of the proposals. The following extract shows the area around the Victoria, Royal Albert and King George V Docks, and the Woolwich River Crossing:

These were the last docks to be built in the central London area, and their size enabled the largest of ships (at the time) to be accommodated in numbers, which resulted in a large amount of products and raw materials to be moved.

These docks were connected into the railway network, but their road connections were considered inadequate for the size of the docks. For example, the road between the Victoria and Royal Albert Docks was “the Connaught Road Swing Bridge which carries but one line of vehicles; its approaches are tortuous and interrupted by level crossings”.

To improve the roads to these docks, the North-South Lea Valley Road was proposed, although it was recognised that “considerable demolition would be required in West Ham and Leyton”.

The Woolwich ferry crossing was also a problem, and the report considered three options:

  • the construction of a high level bridge
  • the building of a barrage which might accommodate a road
  • the driving of a vehicular tunnel

The construction of a bridge in combination with a Thames barrage was the subject of a 1944 report which included the following illustration of what it could look like:

In the almost 90 years after the report was published, we still have the Woolwich Ferry.

One proposal that did get built, and in a far more comprehensive way than proposed in the 1937 plan, was the “Cromwell Road Extension to Great West Road” shown by the red lines in the following extract from the map:

This proposal would evolve into what is today the route from where Cromwell Road turns into West Cromwell Road (by the large Tesco at Warwick Road), and then runs along to the Hammersmith Flyover, down to the Hogarth Roundabout, then to the elevated section of the A4 through Brentford, then to the M4, which runs all the way to Pont Abraham in Carmarthenshire, south Wales.

Bressey wrote the conclusion to the report, as follows:

“The discussions that Sir Edwin Lutyens and I have had during the past three years with representatives of public bodies throughout Greater London have shown how widespread is the desire that the lines of new routes should be authoritatively laid down for rigorous observance as permanent governing features in the ceaseless development and transformation of the Metropolis, where, hitherto, so much uncertainty has prevailed as to the official status of various road schemes which are protected in one area and neglected in another.”

The 1937 report was published just before the start of the Second World War which put a hold on all such forms of development. Many of the proposals in the 1937 report were included in some form in the 1944 Reconstruction of the City of London report and the Greater London Plan by Abercrombie.

Post war lack of finance held up many projects, and it was not until the 1960s when some major projects were completed, such as the first Dartford Tunnel which opened in 1963.

Bressey and Lutyens could not have foreseen the closure of the London Docks and the impact that would have on transport requirements in that area of the City, where today, as well as roads, the Docklands Light Railway has been a considerable success in opening up the area.

As usual, in the context of a weekly bog post, I have only scratched the surface of the information contained within the report. The report contains lots of statistics and information on travel across London, and although getting on for 90 years old, many of the aspects of the report are just as relevant today.

Bressey’s comment in his conclusion about how his discussions had: “shown how widespread is the desire that the lines of new routes should be authoritatively laid down for rigorous observance as permanent governing features “, could I suspect. equally apply to today.

I suspect that there is still such a desire for “rigorous observance” today. As a country, we just do not seem very good at completing large scale infrastructure projects.

For example, the last government cancelled much of HS2 and there is still uncertainty on whether it will end at Old Oak Common or Euston, the current government has cancelled a range of infrastructure projects, including the Stonehenge Tunnel, and there is continuing uncertainty over whether Heathrow will ever get a third runway.

Whether you view these projects as good or bad, uncertainty, change or cancellation just costs and wastes yet more money.

I am sure you will be able to write the same thing in another 90 years time, but it would be really interesting to know what transport infrastructure would have been built across London by 2114.

Will HS2 terminate at Euston, will Crossrail 2 have been built, will there be a new Thames Barrier, and will the Bakerloo Line finally have new trains? Unfortunately, I will probably never know.

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