Category Archives: London History

A Roman Wall in a Car Park and a Pottery Kiln in Kensington

Part of the fun of exploring London is finding things in the most unexpected places. Objects that have survived for many years, long after they finished serving their original purpose, and where modern London has been built around them. I have two examples in today’s post, a Roman Wall in a car park and a Pottery Kiln in Kensington.

The Roman Wall in a Car Park

When the street London Wall was rebuilt after the war from Aldersgate Street to Moorgate, it was widened and built along a new alignment. At the time, the car was seen as the future of transport in London, hence the four lane London Wall, and to accommodate the cars that would need to be parked in the City, the opportunity was taken to build a new underground car park that now runs almost the entire length of the new alignment of London Wall.

When London Wall and the car park was being built in 1957 a length of 64m of Roman wall was discovered. Much of the wall was demolished, but a section was retained and occupies a couple of parking bays within the car park.

The part demolished appears to have been mainly medieval rebuilds of the wall, but there must have been Roman within this wall, and the foundations, so a sad loss.

Access to the London Wall car park is either through the main entrance near the Museum of London, or down one of the pedestrian entrances along London Wall. If you enter through the main entrance, it will be a longer walk, as the wall is towards the end of the car park, near Moorgate.

As you walk along the car park, the wall emerges between pillars 51 and 52:

In the following map extract, the red rectangle shows the location of the wall. The car park extends to the left along the full length of the section of London Wall shown in the map (Maps © OpenStreetMap contributors).

Looking from the side, the wall is at an angle to the wall of the car park:

The alignment of the Roman wall in the car park seems to align with the remains of the Roman wall that can still be found in St Alphage Gardens. In the following map, the rough alignment of the wall in the car park is the solid line in the rectangle, the blue dashed line runs up to the wall remnants in St Alphage Gardens (the grey solid line):

The side of the wall facing into the car park is the side that would have faced into the Roman City. The side is well preserved and consists of Kentish ragstone with triple tile courses at the base and the next course up, with a double tile course towards the top of the wall.

The following photo shows the construction of the wall, with on the right, the Kentish ragstone with the layers of tiles, the first along the base of the wall, then the second and third layers further up the wall. To the left is what is left of the core of the wall which had a rubble fill.

This section of wall is important, as it is the only surviving section of Roman wall in this part of the city that does not have lots of Mediaeval and later additions.

View to show the location of the wall and the length of London Wall car park. The car park seems to be under the entire length of the newly built four lanes of London Wall, and also runs the full width of the street – a cut and cover car park.

View of the rear of the wall in the following photo. The external facing facade of the wall has been robbed, demolished or lost at some point over the previous 1500 years. The view does show how substantial the wall must have been.

The wall in the car park must have been typical of much of the wall surrounding the City. W.F. Grimes in “The Excavations of Roman and Mediaeval London” compares the wall as follows: “A fragment of wall seen and partly preserved beneath the new London Wall is identical in general character with lengths exposed on the eastern side of the city at the Tower of London”.

It is rather strange to be standing in the car park, with the traffic of London Wall overhead, looking at a well preserved section of the Roman Wall. Another out of place structure to be found in London is:

A Pottery Kiln in Kensington

Walk along Walmer Road, towards the south end of the street and the junction with Hippodrome Place, roughly half way been Holland Park and Latimer Road stations, and a rather strange shaped brick structure will appear, jutting out in a gap between two rows of modern terrace houses.

This brick kiln is all that remains of a pottery industry that existed in this area from the mid 18th century, to the 19th century. The shape of the kiln is known as a bottle kiln and is mainly a chimney to the kiln which would have been at the base of the structure.

The shape of the structure is to create an even airflow and remove smoke through the relatively small hole at the top, retain heat within the kiln, and to protect the interior of the kiln from external weather conditions.

The kiln in Walmer Road was in use in the mid 19th century, and was part of a factory making products such as flower pots and drain pipes.

Today the kiln sits alongside Walmer Road, in a gap between two rows of recent terrace houses (sorry for the poor photos – I was using my small compact camera and something seems to have gone wrong with the way it handles back lighting).

The plaque on the base of the kiln provides some background information:

The Hippodrome Race Course occupied much of the surrounding area for five short years between 1837 and 1842. The race course was not a success for a number of reasons, including one that justified the existence of potteries in the area.

The ground consisted of heavy clay, which was good for making pottery, but not for horse racing. Much of the area was also very poor, with slum housing and the inhabitants were not those that the owners of a race course wanted to have attending or around the race course.

Clay had been dug up within the area for many years with a record dating back to 1781 of a “brickfield of yellow clay covering some 17 acres”.

Charles Dickens refers to the area in an edition of Household Words, where he described the conditions and also referred to the area as being called the Potteries:

“In a neighbourhood studded thickly with elegant villas and mansions, viz., Bayswater and Notting Hill, in the parish of Kensington, is a plague-spot, scarcely equaled for its insalubrity by any other in London; it is called the Potteries. It comprises some seven or eight acres, with about two hundred and sixty houses (if the term can be applied to such hovels), and a population of nine hundred or one thousand. The occupation of the inhabitants is principally pig-fattening. Many hundreds of pigs, ducks, and fowls, are kept in an incredible state of filth. Dogs abound, for the purpose of guarding the swine. The atmosphere is still further polluted by the process of fat-boiling. In these hovels, discontent, dirt, filth, and misery are unsurpassed by anything known even in Ireland. Water is supplied to only a small number of the houses. There are foul ditches, open sewers, and defective drains, smelling most offensively, and generating large quantities of poisonous gases; stagnant water is found at every turn; not a drop of clean water can be obtained; all is charged to saturation with putrescent matter. Wells have been sunk on some of the premises, but they have become in many instances useless, from organic matter soaking into them”.

Some local street names recall the history of the area. Hippodrome Mews is on the other side of the kiln. Hippodrome Place is at the southern end of Walmer Road, and a short distance further south is Pottery Lane.

A painting by Henry Alken (Junior), titled “The last grand steeplechase at the Hippodrome racecourse, Kensington” shows a smoking kiln in the background:

The size of the kiln is an impressive 7.5m high and 6m in diameter at the base. The kiln is Grade II listed. Similar kilns would have been scattered across many other areas of London. Wherever suitable clay existed, and there was a need for fired clay products, kilns would have been built.

The Roman wall in a car park, and the pottery kiln are two very different structures in very different places, but both help tell the story of London’s long history, and both are examples of what you can find in the most unexpected places.

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Queen Victoria Street – A 19th Century City Improvement

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Queen Victoria Street is probably one of those London streets that you only walk along if you are going to one of the buildings that line the street, or using it as a short cut between Blackfriars, Mansion House and Bank.

The majority of people who come into contact with the street, probably cross the street when walking between the Millennium Bridge and St Paul’s Cathedral.

I have written previous posts about some of the sites alongside Queen Victoria Street, however a couple of my photos from 1982 prompted a walk along the full length of the street, and an attempt to get a better understanding of how the street was built, as one of the 19th century’s major attempts to relieve congestion in the City and provide faster east – west travel.

This was the view in 1982, looking up along Queen Victoria Street, with the decorative gates of the College of Arms on the left.

The same view in 2019 (although with some lighting difficulties due to the bright sun from the south).

In the 1982 photo, post war office blocks line the right side of the street, including the Salvation Army building closest to the camera. In the 2019 view, these buildings have been replaced with new buildings which show the change in architectural style that has predominated all recent City development, where a stone facade with windows has changed to a facade mainly of glass.

In the distance in 1982 is the office block that would later be replaced by 20 Fenchurch Street, the Walkie Talkie building seen in the 2019 photo.

The pavements on each site of the street have been widened and the letter box moved out further.

Looking down along Queen Victoria Street from roughly the same position, towards Blackfriars in 1982:

The same view in 2019 – not that much change really.

Opposite is the church of St Benet’s:

I explored this church a few years ago in my post on “The Lost Wharfs of Upper Thames Street and St. Benet’s Welsh Church” and also the excavations of Baynard’s Castle and Roman foundations just south of the church.

The church today:

Queen Victoria Street was built to provide a wide and direct route from the major junction at the Bank and Mansion House directly down to Blackfriars Bridge and the Embankment.

In the following map extract, Queen Victoria Street is the street running from the junction at upper right, down towards Blackfriars Station and Bridge at lower left (Map © OpenStreetMap contributors).

The construction of Queen Victoria Street resulted in the demolition of numerous buildings and streets. The book “A Dictionary of London” by Henry Harben (1918) provides a good description of the impact of the street:

“Construction recommended 1861 and provided for in Metropolitan Improvement Act, 1863. Opened 1871. Nearly two-thirds of a mile long.

Numerous courts and alleys, as well as streets of a larger extent, were swept away for its formation. Amongst those which had occupied the site previously were Five Foot Lane, Dove Court, Old Fish Street Hill, Lambeth Hill (part), Bennet’s Hill (part), St Peter’s Hill (part), Earl Street, Bristol Street, White Bear Alley, White Horse Court.

Considerable difficulties were experienced in the formation of the street owing to the steep gradients from Upper Thames Street to Cheapside. In some cases the existing streets had to be diverted in order to give additional length over which to distribute the differences in level. The net cost was over £1,000,000. Subways for gas and water were constructed under the street and house drains and sewers below these.”

There is no doubt that the new street was needed to support the ever-growing volume of traffic across the City, but all those lost names, although the remains of some can still be found. For example, Harben mentions Five Foot Lane. This is a name that in various spellings dates back to at least the fourteenth century with the first record of a Fynamoureslane. Later spellings included Finimore Lane, Fine Foote Lane, Fyve Foote Lane, Fyford Lane and Fye Foot Lane.

It is with this latter spelling that the lane can still be found – a narrow alley between new office blocks that leads from Queen Victoria Street down to Upper Thames Street.

The following extract from the 1847 Reynolds’s Splendid New Map of London shows the area where Queen Victoria Street would later slice through the middle.

I have tried to show the approximate route of Queen Victoria Street by the red line in the following map:

The name of the new street, after Queen Victoria, was agreed in December 1869 when a meeting of the Metropolitan Board of Works were presented with a report recommending the name.

The Illustrated London News described the opening of Queen Victoria Street in November 1871:

“The ceremony of formally opening this new street, from Blackfriars Bridge to the Mansion House, was performed at half past three o’clock on Saturday afternoon. There was a procession of the officers and some members of the Metropolitan Board of Works and of the Corporation of the City headed by Colonel Hogg, Chairman of the Metropolitan Board, with the Lord Mayor, walking arm-in-arm, the Sheriffs of London and Middlesex, and several of the Parliamentary representatives of the metropolitan boroughs. These walked from Blackfriars, along the newly made roadway from New Earl-street to Bennet’s-hill, which has not hitherto been passable, and thence along the first-made portion of the new street to the Mansion House.

Having arrived at the hustings erected on the triangular space at the side of the Mansion House, Colonel Hogg and the Lord Mayor briefly addressed the persons there assembled, reminding them of the various City and Metropolitan improvements which had been accomplished during the last ten or fifteen years – the Thames Embankment, the Holborn Viaduct, the rebuilding of Blackfriars Bridge and Westminster Bridge, the opening of Southwark Bridge, the Metropolitan Meat Market, Southwark-street, Garrick-street, Burdett-street, Commercial-road, the removal of Middle-row Holborn, The opening of Hamilton-place, Park-lane, the laying out of Finsbury Park and Southwark Park.”

The above text highlights that Queen Victoria Street had been built and opened in sections, with the lower part down to Blackfriars being the final section (that shown in my photo above looking down towards Blackfriars)

The final paragraph also shows how much change there was in London during the later decades of the 19th century. It was the work during these decades which has shaped so much of the city we see today.

The opening ceremony next to the Mansion House:

It was a brilliant sunny day when I walked Queen Victoria Street – the type of day when even a Victorian street built as a major through route looks fantastic. There are also some fascinating buildings along the street, although only a few buildings date from before the creation of the street.

This building is the Faraday building, once one of the major hubs for international and national telephone circuits and operator services.

The Faraday building is interesting as it is the only building (as far as I am aware), that has components of the first, fully automatic, electromagnetic telephone exchange, carved onto the facade of the building. See my post on the Faraday building for views of these.

South of the Faraday building is this lovely building, currently occupied by the Church of Scientology.

The building at 146 Queen Victoria Street dates from 1866, so was probably built as part of the development of the new street, possibly one of the first new buildings alongside Queen Victoria Street.

The building was by the London architect Edward I’Anson in the classical, Italian style for the British and Foreign Bible Society. The building is grade II listed. I’Anson’s other London works included the Royal Exchange Buildings.

The next building south is one from well before the construction of the street. This is the church of St Andrew by the Wardrobe:

The church is at a higher level to the street. The extract from Harben mentioned one of the difficulties with construction of the streets being the steep gradient down to the river, and it is at places such as the church where this is still visible. The surrounding land could be leveled off towards the street, but this was obviously not possible with the church.

This end of Queen Victoria Street has always been a centre for Post Office / British Telecom infrastructure. The Faraday building being one of the first examples, and across the road is Baynard House, the 1970s brutalist offices and equipment building, built for British Telecom.

Baynard House is built on part of the site of Baynard Castle, hence the name.

Looking up along the facade of Baynard House:

The design of Baynard House included the post war concept of raised pedestrian walkways, separating pedestrians from streets and traffic. There is a rather underused walkway through Baynard House into Blackfriars Station.

In all the times I have used this route, I have not seen anyone walk to and from the station. It mainly seems to be used by smokers and those taking a break from the surrounding building.

Part of the walkway includes a large open space, with the rather intriguing state of the Seven Ages of Man, by Richard Kindersley from 1980.

The sculpture is based on the Shakespeare monologue from As You Like It, which begins with “All the world’s a stage” and then goes on to chart the stages of life from an infant to the point at the end of life where a person is “Sans teeth, sans eyes, sans taste, sans everything.”

Along the walkway there are views to Queen Victoria Street and down to the River Thames. The following photo is from the walkway looking along Castle Baynard Street.

The empty corridor leading up to Blackfriars Station:

The benefit of a raised walkway is that there are some different views than would be possible at street level. This photo looking across the junction of Queen Victoria Street and Puddle Dock, to St Andrew by the Wardrobe and St Paul’s Cathedral.

By chance, I found the following photo of the construction of Queen Victoria Street taken from a similar position. I should have been a bit further south, but there were no viewpoints, so the above photo is as close I could get.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PZ_CT_02_1067

From the photo it looks as if a narrow section of street was open (this may have been the original Earl Street), whilst the main part of Queen Victoria Street was constructed.

In front of the church tower are some of the original buildings at the lower end of St Andrew’s Hill. These would later be replaced by the brick building facing onto the new street shown in my photo from the walkway.

There have been some major changes in the southern end of Queen Victoria Street since the original construction. The following photo is one of my father’s photos which I featured in one of my early posts.

The photo shows the original southern end of Queen Victoria Street, with Upper Thames Street merging from the rights.

The following photo from the 2014 post shows the same scene.

The pedestrian walkway ends up in Blackfriars station, but I had lots more to see in Queen Victoria Street, so it was down the stairs and back out onto the street, but not before admiring the destination panels from the original station.

These stone panels date from 1886, and were replaced in their current position after development work at the station.

The panels show continental destinations that were accessible from the station via a channel ferry. I love how very different destinations are next to each other: Herne Bay and Florence, Sheerness and Vienna, Westgate on Sea and St Petersburg.

Back out of the station and opposite the southern end of Queen Victoria Street.

Marked by one of my favourite central London pubs – the Black Friar:

The Black Friar was built around 1875, so not long after Queen Victoria Street opened. The pub was Grade II listed in 1972, which probably explains how the pub has survived the development of the area. The triangular shape of the building is down to an original street and the new street.

To the left of the pub is a short stub of a street leading to a dead-end. On maps this is currently named as Blackfriars Court, but was originally Water Lane. The plot of land originally extended further south to make a more rectangular plot, however Queen Victoria Street sliced through the lower part of this plot and created a triangular plot on which the Black Friar was built.

The Black Friar was not open yet, and I still had the northern part of Queen Victoria Street to walk, so I headed back to the location of my 1982 photos.

The edge of the College of Arms building appeared in my 1982, today much of the building was covered in sheeting to protect some restoration / building work.

The College of Arms was also impacted by the construction of Queen Victoria Street. Initial proposals for the route of the street called for the demolition of the whole building, however protests by the College Heralds resulted in the route of the new street moving a bit further south.

However even with the new route, parts of the two wings of the College of Arms were demolished, and the building was remodeled as a three-sided building, with shorter wings down to the new Queen Victoria Street.

The College of Arms building dates from after the Great Fire of London when the original building was destroyed.

The following print from 1768 shows the building before the late 19th century changes.

A short distance to the north is the place where St Peter’s Hill crosses Queen Victoria Street. During the day this is a rather busy crossing being on the direct tourist and walking route from the Millennium footbridge across the Thames up to St Paul’s Cathedral.

The view looking north:

And the view looking south with the chimney of Tate Modern / Bankside Power Station just visible.

At the point where the southern approach of St Peter’s Hill reaches Queen Victoria Street, there are a pair of steel gates.

I had not realised this before, but there is a name carved into the lower section of the gates which identify them as the HSBC Gates – presumably after the company that paid for them.

They were designed by the artist Sir Anthony Caro and installed as part of the development of the walkway at the time of the build of the Millennium Bridge,

A 2012 report by the City of London, Streets and Walkways Sub-Committee identified a number of problems with the walkway between the Millennium Bridge and St Paul’s, and with maintaining the gates:

“Not originally designed and set out to deal with the numbers of people now using it,
this area has suffered a noticeable decline in the local environment since the
Millennium Bridge opened. The HSBC gates are often used for graffiti and urination
and require frequent cleaning and sticker removal.”

The point where St Peter’s Hill crosses Queen Victoria Street is probably the busiest point on the street.

Further north along the street is the church of St. Nicholas, Cole Abbey.

A church has been on the site since at least the 12th century. The church was badly damaged during 1940, along with much of the area south of St Paul’s Cathedral.

My father took the following photo in 1947 looking across Queen Victoria Street with the shell of the church (from my post on St Nicholas, Cole Abbey):

Across the road from the church are Cleary Garden’s:

The gardens are not built on the site of a lost church or churchyard, as so many other City gardens. They are built on the site of houses destroyed during the Blitz. The garden was created by a shoemaker called Joe Brandis who started the garden in the rubble of destroyed buildings.

The name comes from Fred Cleary who was Chairman of The Corporation of the City of London’s Trees, Gardens and Open Spaces Committee for three decades prior to his death in 1984.

Fred Cleary’s involvement with the City of London Corporation resulted in many of the gardens that we see across the City today. He was a firm supporter of the need to create and maintain green spaces across the City, and as with the garden’s that carry his name, made good use of the many bomb sites, some of which had already the foundation of a garden, such as that created by Joe Brandis.

I have now reached the junction of Queen Victoria Street and Cannon Street. The tower is that of the church St Mary Aldermary.

Street name sign and boundary markers. the one on the left is unusual in that it has the names of the church wardens engraved presumably from the date of the marker in 1886.

Crossing the road junction and looking back along Queen Victoria Street, and on the right, between the street and Cannon Street is the distinctive form of 30 Cannon Street.

30 Cannon Street dates from 1977 and was by the architectural partnership of Whinney, Son and Austen Hall.

The building fits into a triangular plot of land – probably that shape after the creation of Queen Victoria Street cut through the lower triangular section of what had been a rectangular plot of land.

The shape of the windows, the rows of windows leading to the curved section facing onto the street junction, and the brilliant white of the material all help make this a stunning post war building.

The panels surrounding the windows are made from glass fibre reinforced cement – the first building to use this material.

If you also look along the sides of the building, it appears to bow out towards the street. which is down to the 5 degree outward lean of each window section.

Floors 1 to 4 have the window arches at the top of each window, but look at the top floor and the arch is upside down with the side legs of the arch around each window facing upwards.

The building is Grade II listed, the justification being the design, usie of innovative materials and the way in which the building integrates with the remaining Victorian buildings around the junction – a justification with which I fully agree.

I have now reached the northern end of Queen Victoria Street, where the street runs up to the major junction by the Mansion House and Bank of England.

The building in the photo below is the City of London Magistrates Court with the address of 1 Queen Victoria Street, so the street starts here.

This was the location of the opening ceremony shown in the print earlier on in this post. In both photo and print, a corner of the Mansion House can just be seen.

And in the photo below I am at the very end of Queen Victoria Street, looking towards the heart of the City, and the major junction where Lombard Street, Cornhill, Threadneedle Street , Princes Street and Poultry all meet.

Standing here, the need for the construction of Queen Victoria Street becomes clear. The street provides a direct route from the heart of the City to the station at Blackfriars, and for traffic it also offers a quick route across the river via Blackfriars Bridge, and to the west along that other Victorian engineering marvel, the Embankment.

However it is also a sad loss of all the small streets and alleys that once covered this section of the City, and were swept away by Victorian improvements. Also the archaeological remains that may have been lost as I suspect the Victorians were more interested in getting the street completed, than investigating what lay below the ground.

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Ironmonger Lane – Two Thousand Years of History

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A couple of week’s ago I was in ironmonger Lane in the City of London, a narrow lane running between Cheapside and Gresham Street.

The buildings in the lane are relatively recent, and difficult to photograph due to the width of the lane, however Ironmonger Lane has a fascinating history, so for this week’s post, let me take you on a journey through time starting with the earliest traces of habitation in ironmonger Lane.

As with many City streets, ironmonger Lane suffered bomb damage in the last war, hence the relatively young age of the buildings that line the lane today.

The bomb damaged remains of number 11 Ironmonger Lane were being demolished after the war and the Guildhall Museum led an excavation of the site.

Number 11 is in the centre of the photo below:

Adrian Oswald, working on behalf of the Guildhall Museum excavated the site, and 16 feet below street level the remains of a Roman house and Roman mosaic were found.

The excavation was notable at the time as this was the first Roman mosaic that had been found since excavations at the Bank of England.

The mosaic and house were dated to around the 2nd and 3rd centuries.

It is intriguing to imagine that Ironmonger Lane was a street in Roman times, and this was the earliest traces of the buildings and people living in this part of the City.

The next traces of occupation in Ironmonger Lane are possible 9th to 11th century foundations found in the churchyard of St. Olave during an excavation in 1985 / 86. The churchyard is in the centre of the lane, and Roman bricks were also found during the excavations, providing further evidence of Roman building.

Early in the 12th century, Thomas Becket, who would become Archbishop of Canterbury and murdered at Canterbury Cathedral at the apparent command of King Henry II, was born in a house on the corner of Ironmonger Lane and Cheapside, a plaque marks the site today:

The Becket family owned part of the land at the southern end of Ironmonger Lane and alongside Cheapside.

Also in the 12th century, we see the first references to the church of St Olave (roughly half way along the lane), although certainly much older, and also to the Hospital of St Thomas of Acon (dedicated to Thomas a Becket), when hospitals were mainly religious establishments.

The Hospital of St Thomas of Acon was founded in 1227 on land at the southern end of Ironmonger Lane, between ironmonger Lane and Old Jewry, facing onto Cheapside.

The hospital would be important for how we see the southern end of Ironmonger Lane today.

Now for my first map. This is John Rocque’s map of 1746, although I have not yet reached the 18th century, the map is helpful in showing the location of some of these 12th century establishments.

Ironmonger Lane is in the centre of the map. Cheapside at the southern end, and Cateaton Street (which would later become Gresham Street) at the northern end.

Look to the southern end, and to the right of Ironmonger Lane is a block of building and the abbreviation “Cha” for Chapel – this is the area where Thomas a Becket was born and also the site of the Hospital of St Thomas of Acon.

The hospital was built on land purchased from the Becket family. The name Acon is the anglicised version of Acre (now part of Israel), and dates from the Third Crusade between 1189 and 1191, and possibly originates from an order of monks / knights formed during the Crusade and the siege of Acre.

In Rocque’s map, you can see that the Mercers Hall is also shown where the hospital was located.

The Mercers Company represented the interest of merchants who traded in materials such as wool, linens and silks and it was the Mercers who became patrons of the Hospital of St Thomas of Acon, and used the hospital’s chapel as a ceremonial meeting site from when the chapel was built in the 13th century in 1248.

Also in the 13th century, the second church in Ironmonger Lane is first mentioned. This is the church of St Martin Pomary which was located between the church of St Olave and Ironmonger Lane – two churches adjacent to each other. To see how close these churches were, look at Roqcue’s map above, to the left of St Olave, you will see the text “St Martin’s Church Yard”.

I have not yet mentioned anything about the name – Ironmongers Lane.

The name relates to the trade of Iron Mongers as in the medieval City, trades generally clustered around specific streets. The first mention of the name is from the 13th century, and there were many variants of the name, starting with Ysmongeres Lane, with other variations between the 13th and 14th centuries. The Agas map of 1561 records the street as Iremongers Lane.

The ironmongers would not stay too long in the area as it appears they have moved to the Fenchurch Street area in the 15th century – so the name is a remarkable survival of a medieval trade with a specific area.

In the 15th century, the Mercers were continuing their long association with the Hospital of St Thomas of Acon as in 1407 the Mercers purchased their own chapel in the Hospital’s church.

Moving a century later, and the 16th century was a time of dramatic change in ironmonger Lane.

In 1524, the Mercers built their first Hall on land purchased from the Hospital.

In 1538, the Hospital of St Thomas of Acon was taken over by the Crown during the dissolution. The Mercers negotiated the purchase of the land, and subsequently purchased all the hospital’s properties, and the company built the Mercers School on part of the land. I suspect they were a company never to pass by a good commercial opportunity.

The Agas map of 1561 shows Ironmonger Lane densely built, with the church on the east side of the street and the Mercers Hall facing onto Cheapside.

Now travel forward to the 17th century and in 1665, as with the rest of London, the occupants of Ironmonger Lane lived in dread of the plague, and as a preventative measure, the Mercers closed their school.

The following year, 1666, the Great Fire took hold of the area and burnt down the churches of St Martin Pomary and St Olave, along with the Mercers Hall.

Wren rebuilt the church of St Olave in the 1670s, but St Martin Pomary was not rebuilt, the parish was amalgamated with that of St Olave.

The Mercers second Hall and Chapel on the site were also rebuilt, opening in 1676 to continue the Mercers long association with ironmonger Lane. The fire had also destroyed all remaining evidence of the Hospital of St Thomas of Acon.

In the 19th century, Ironmonger Lane was a busy commercial street in the heart of the City.

The 1895 Ordnance Survey map shows St Olave and Mercers Hall, along with a Police Station and a Public House at number 11 – this was Mullen’s Hotel.

Credit: ‘Reproduced with the permission of the National Library of Scotland’

Census reports provide an insight into Ironmonger Lane, and the City of London in general. In the 1861 census, it was recorded that there were 23 people living in the Mullens Hotel at number 11:

5 family members and the owner of the hotel
8 workers, all female and listed as servants
10 visitors to the hotel including;
- Drapers from Ireland
- Drapers from Cornwall (one with two sons)
- A Commercial Traveler from Norwich

As ever, London was a temporary home for travelers who had business in the City.

In 1892, the church of St Olave was demolished, apart from the tower of the church. The demolition was under legislation brought in to reduce the number of City churches. The tower was converted into a rectory for St Margaret Lothbury.

The tower is difficult to photograph from street level when the trees are in leaf, but it is there.

View of St Olave as it appeared in 1830, before demolition of the body of the church and with the tower visible from ironmonger Lane.

Image credit: London Metropolitan Archives, City of London: catalogue ref: q8051273

The gates that lead from the street into the old churchyard of St Martin Pomary with the tower of St Olave behind.

So into the 20th century, and Ironmonger Lane suffered badly from bombing during the Second World War.

The Mercers Hall, built after the Great Fire, was destroyed during the night of the 10th / 11th May 1941, and it was bomb damage that opened up number 11 to the excavation work that revealed the Roman house and mosaic.

Walking the street today, and we can still see the tower of St Olave, the old church of St Martin Pomary would have been just to the right and in front of the tower.

A number of parish boundary markers can be seen on the walls of buildings along the street, including that of St Martin Pomary:

The third Mercers Hall is at the southern end of the street, rebuilt after the Second World War. If you look on the corner of the hall, and along the hall and buildings along the south eastern side of Ironmonger Lane, you will see several carvings of the head and shoulders of a woman with a crown.

The figure is part of the armourial bearings of the Mercers Company, known as a Mercers Maiden, the figure is probably that of the Virgin Mary, although there is no written evidence to confirm this.

The Mercers have long been associated with the charitable building of houses across London, and there would have been a carving, or statue of a Mercers Maiden on the outside of the building. I have photographed a number of these including a very fine example alongside the church of St Dunstan and All Saints Stepney, and also along Hardinge Street.

The Ironmongers Lane entrance to Mercers Hall:

The following photo shows the view along Cheapside. The entrance to Ironmonger Lane is just to the left of the red circled street signs..

The large building running along Cheapside in the centre of the photo occupies the land between Ironmongers Lane and Old Jewry originally the location of the Hospital of St Thomas of Acon.

The following drawing shows the Mercers Hall occupying the same site in 1881. Ironmonger Lane is at the left.

Image credit: London Metropolitan Archives, City of London: catalogue ref: q7707062

The above view shows the post Great Fire version of the hall after considerable refurbishment. It was this version of the hall that was destroyed in May 1941.

The photo of the building from Cheapside shows more memorials to Thomas a Becket on the building corner at the junction of Ironmonger Lane and Cheapside..

It was the original association of the Mercers Company with the Becket family dating back to the 12th century, and their patronage of the Hospital of St Thomas of Acon, that almost 900 years later has the Mercers Hall still on the same site.

Looking up Ironmongers Lane from Cheapside, the open space on the right is at the entrance to the Mercers Hall, the narrow width of the lane can be seen continuing north.

There are a couple of passages leading off from ironmongers Lane.

The wonderfully named Prudent Passage leads to King Street. originally this was Sun Alley, and this original name was in use in the 18th century, with the first mention of Prudent Passage being in 1875.

St Olave’s Court runs to Old Jewry, alongside the location of the church of St Olave, and probably over the site of St Martin Pomary.

The view looking north towards the junction with Gresham Street:

The view south along Ironmonger Lane from Gresham Street showing the narrow width of the lane.

Number 11 Ironmonger Lane is just along the lane on the left. No longer a hotel, a new building was constructed on the site following the 1949 excavations, and refurbished a number of times since, and it is here that the Roman house and mosaics were found, which brings us full circle on almost 2,000 years of history of Ironmonger Lane.

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Life and Death at Alderman Stairs

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Before exploring Alderman Stairs, a quick thanks for all the feedback to last week’s post regarding the statue in Catherine Place – I will be updating the post with some of the additional information and possibilities as to the meaning of the statue.

I was recently walking along St. Katherine’s Way, heading towards Thomas More Street to find the location of one of my father’s photo. I walked by Alderman Stairs, and as the tide was out, as I have many times before, I walked down to the foreshore.

I find the river stairs that remain fascinating. They provide a connection between the land and the river, and are a reminder of when the river was a bustling place of trade and passenger transport.

Today, they are frequently quiet. I very rarely see anyone else on the foreshore at Alderman Stairs.

It is interesting to imagine everything that has happened over the centuries, centered around these stairs – all the people who have arrived or departed, everything that has happened in the Thames adjacent to the stairs.

I thought it would be interesting to research back through newspaper articles for references to Alderman Stairs, and use these to tell the story of Life and Death at Alderman Stairs.

Alderman Stairs are along St. Katherine’s Way, just east of what were St. Katherine Docks. I have marked the location of the stairs with a red oval in the following map (© OpenStreetMap contributors) :

The stairs are old. Henry Harben in A Dictionary of London states that the first mention of the stairs was by John Rocque in 1746. The stairs had a number of names, including Alderman Stairs, Alderman Parsons Stairs and Lady Parson’s Stairs.

The name possibly derives from a former owner, Sir John Parsons who was an Alderman of Portsoken Ward in 1687. There are also references to Humphrey Parsons, Alderman between 1721 and 1741, and Sir John Parsons, Fishmonger described as the son of Parsons of St. Katherine’s.

Although I have seen references to Alderman Parsons Stairs in newspaper reports, the majority of references are just to Alderman Stairs, so over time the name was probably abbreviated down to the form we see today.

John Rocque’s map of 1746 shows Alderman Parsons’s Stairs leading down into the river from what looks to be Catherine Street, with Parsons’s Brew House across the street.

Catherine Street is today St. Katherine’s Way, but between these two names it was also called Lower East Smithfield (see the 1895 OS extract later in the post).

Walking between the two high buildings on either side, through to Alderman Stairs:

Alderman Stairs is just a single place in the whole of London, and based on my visits, the stairs and foreshore do not receive many other visitors, however exploring what happened here can tell us so much about life in London and life on the River Thames.

So here is a sample of Life and Death at Alderman Stairs.

The river has always been a dangerous place, but the sheer number of deaths in and along the river and the apparent casual acceptance in the way these are reported is remarkable from a 21st century viewpoint.

The Illustrated London News on the 7th June 1851 reports on one single day on the River Thames, including Alderman Stairs:

“FATAL RIVER ACCIDENTS – On Tuesday, Captain Artus, of the brig Melbourne, lying in Bugsby’s Hole, in attempting to ascend the side, missed his hold, fell into the water, and was drowned. Almost at the same time, (twelve o’clock), Captain Downie, of the ship mentor, lying off Stone-stairs, Wapping, fell overboard and perished. About 3 o’clock, P.M. a boat, containing two men and a woman, was swamped near Alderman Stairs; the men were saved, but the female, Mrs Coghlan, residing in Old Gravel-lane, was drowned.”

That is three deaths in one single day.

On the 5th November 1842:

“FATAL ACCIDENT – Tuesday night, a few minutes before twelve, John Dunlevy, cook on board the steam-packet City of Limerick, lying off the Alderman’s-stairs, Lower East Smithfield, while proceeding on board the steamer, and having just effected a landing on the accommodation ladder, fell into the river, and was carried away by the strong flood tide at the time, and was drowned. He was partially intoxicated. the body has not been found.”

On the 10th September 1842:

“On Saturday morning a large sailing barge, navigated by two men and a boy, while coming up the river, was sunk by the heavy swell caused by several vessels going down the river at full speed. She went down nearly opposite the St. Katherine Dock entrance. The people in her were saved by the watermen, who rowed from Alderman’s Stairs to their assistance. The barge was laden with 70 tons of coal. The damage sustained is estimated at £300.”

A report in the Illustrated Police News dated the 10th October 1903 highlights the risks that waterman working from Alderman Stairs endured when crossing the river:

“NEARLY DROWNED – AN EXCITING SCENE ON THE THAMES. At the Southwark County Court his Honour Judge Addison and a jury heard an action in which Henry George Wilson, an aged waterman, sought to recover damages from Arthur Gamman, of Holborn Wharf, Chatham, for personal injuries sustained.

Plaintiff said that on April 17 he was rowing his boat across from Alderman Stairs to Mills Stairs, Bermondsey, when he saw a steam hoy nearly on top of him. Without a word of warning from those on board she came on, and catching his boat amidships, smashed her to pieces, going right over the wreckage. He went under her and was much scratched and bruised. On rising to the surface almost exhausted he heard a cry of ‘Strike out Harry, there’s a boat coming’. Being a cold day he was heavily clad and sinking when somebody clutched him, and he eventually found himself being brought round on a ship.

Mr Thompson said it was only fair to the captain of the hoy to say that when he saw what had happened he very gallantly jumped overboard in his full rig and secured Wilson just as he was going down.

Charles Wady, the captain, said he signaled to Wilson to stop rowing. He did so, but started again, and witness could not stop in time to avoid the boat. When he saw Wilson go under the hoy he stopped the screw, which was reversing, fearing that he would be cut up.

His Honour warmly complimented Wady on his plucky behaviour.

The jury found in favour of the plaintiff, awarding him £25, for which amount and costs judgement was entered.”

I took the following photo from the top of Alderman Stairs, looking down to the river. Fortunately the tide was out.

In the introduction to the post, I mentioned that the stairs were also called Lady Parsons’s Stairs. The use of the Parsons name in the name of the stairs is mainly concentrated in the first half of the 19th century and earlier. A typical example is from this report in the Morning Chronicle of the 12th February 1818:

“Yesterday morning the body of a young woman, apparently about 21 years of age, was found by a waterman, who was rowing near Lady Parsons stairs, in the river Thames, lying in the mud near the stairs.”

Another reference to Parsons’s Stairs records one of the very many tragic stories of those found in the river. From the London Courier and Evening Gazette on the 1st August 1801:

“Thursday night, about eight o’clock, was found floating in the Thames, at Parsons’s stairs, the body of a young woman, and brought to Aldgate Workhouse, Nightingale-lane. She was decently dressed in a cotton gown, brown ground, with white running sprig and leaf, modern pattern; a cambric sprig-netted shawl; had only one pocket on, in which there was nothing but one glove and tie, and a white pocket handkerchief. She appears to have been drowned upwards of a week, and appears to be about 20 or 30 years of age.”

The Parsons name also comes up in a reference to a possible bridge across the Thames before Tower Bridge was built. The Morning Advertiser of the 30th March 1824 listed petitions being presented at the House of Commons. One of these was:

“Mr T. Wilson presented Petitions from Watermen of St. Katherine’s Stairs, Old Parson’s Stairs, and the Tower Stairs, against the St. Katherine’s Suspension Bridge Bill.”

The St. Katherine’s Suspension bridge was a proposal for a bridge to improve access between St Katherine’s Dock and the proposed South London Docks. There were many objections to the bridge, including from the City of London. The bridge was not built.

There has always been immigration into London and on the 24th April 1847, the Illustrated London News reported on arrivals at Alderman Stairs:

” IRISH IMMIGRATION INTO LONDON – The importation of Irish paupers, so much complained of in Liverpool and Glasgow, begins to wear a threatening aspect in London. On Sunday, the Prussian Eagle, from Cork, and the Limerick, from Dublin, landed 1200 Irish Paupers at Alderman’s Stairs, Lower East Smithfield. The new comers, who were in the most wretched state of distress, were forthwith distributed over the eastern part of the metropolis. The same vessels landed 1200 Irish paupers on Sunday week.”

After walking down the stairs, I crossed over onto the foreshore. The following photo is looking to the west. The stones of the stairs running into the Thames.

The pier of HMS President the Royal Naval Reserve unit associated with London is adjacent to Alderman Stairs.

If you look at old maps of east London, along the River Thames, adjacent to many of the river stairs was a public house. Probably this should not be a surprise as being next to where people were boarding or arriving on ships, was a good place to attract trade.

Sailors or passengers arriving after a long journey would probably welcome a quick stay in a pub after arriving onshore.

Adjacent to Alderman Stairs was the Cock and Lion public house, The pub had been next to the stairs from the 18th century to some point in the 1920s when it was demolished.

It is shown in the following extract from the 1895 Ordnance Survey map, just to the right of Alderman Stairs:

Credit: ‘Reproduced with the permission of the National Library of Scotland’

The pub is mentioned in a number of articles, including the Public Ledger and Daily Advertiser, dated the 1st September 1832, where a sailor, his shipmate and two women landed at Alderman Stairs from the Amity passage vessel and went straight into the Cock and Lion public house.

It was when he was in the pub that the sailor found his pocket book was missing, and accused the two women of stealing it.

One of the women asked a waterman to then row them across to the Europa Tavern at Rotherhithe, where one of the women asked the landlord to change a £5 note. Suspecting that this had been stolen from the sailor, the waterman snatched the £5 note, and both women were taken into custody.

This report, along with so many others highlight a way in which we see the north and south banks of the river has changed.

Today, the north and south banks are considered part of north and south London and therefore different. Reading books and newspapers from the 18th and 19th centuries, this separation was not that apparent – north and south banks were seen as part of the river environment rather than as different parts of London.

Numerous reports of events at Alderman Stairs, include casual crossings of the river, as in the example above, where it was probably thought very normal to cross the river from a pub on the north, to a pub on the south bank – all part of the same river ecosystem.

The river was full, not only with passenger and cargo ships, but also with waterman, the river based taxi services of the time, offering quick transport across and along the river.

Not so easy today, however a couple of Saturday’s ago I was in the Gun on the Isle of Dogs for late afternoon, followed by the Angel at Rotherhithe for the evening. Rather than a waterman, the Jubilee Line provided cross river transport between the two.

The following photo shows the view looking east. The pier extending into the river is where the Thames pathway returns to the water edge.

The boats in the river are at Hermitage Moorings.

Alderman Stairs were a reference point for the ships mooring in the river, and there are many records of the arrivals by the stairs.

From the Illustrated London News on the 23rd December 1843:

“CHRISTMAS FARE – On Sunday night the Dublin Steam Navigation Company’s steam-packet Royal William, Captain Swainson, arrived at her moorings off the Alderman-stairs, Lower East Smithfield from Dublin, Falmouth and Plymouth. She brought a miscellaneous cargo, part of which consisted of a large quantity of geese, turkeys, and other Christmas fare, for the metropolitan markets. In the course of Saturday and Sunday a number of steam-packets arrived in the river with large quantities of geese, turkeys, and other kinds of poultry, for Christmas cheer. Last week, several vessels arrived at Fresh-wharf, London-bridge with cargoes of varied fruits. Most of the stage-coaches which arrived in the metropolis on Tuesday and during the week brought very large quantities of geese, turkeys, hares, &c.”

The following photo shows the view looking back from the bottom of Alderman Stairs:

The stairs consist of the steps up to street level and a paved stretch along the foreshore that runs into the river. This paved stretched raises the stairs above the foreshore to provide a flat walkway and without the mud, sand and random debris that litters the foreshore.

Alderman Stairs were also a departure point for regular shipping routes for both passengers and parcels. Departures and routes were regularly advertised in the newspapers, for example, in the Shipping and Mercantile Gazette on the 18th April 1838, the St. George Steam Packet Company were advertising that:

“Vessels sail regularly from off Alderman-stairs, below the Tower for:

PLYMOUTH, FALMOUTH and CORK, and taking goods and passengers for Liverpool, every Saturday morning at 8 o’clock.

EXETER, calling off Deal, Ryde and Cowes (weather permitting), every Wednesday morning, at 8 o’clock.

BOSTON – The SCOTIA, on Tuesday morning, the 10th April , at 4 o’clock, and every succeeding Tuesday at the same hour.

STOCKTON (at reduced fares), calling off Scarborough and Whitby, weather permitting – The EMERALD ISLE, every Saturday night at 12 o’clock, returning every Wednesday.

Goods to be sent to the St. George Steam-wharf, Lower East Smithfield.”

Passengers arriving off Alderman Stairs ran the risk of being overcharged for their transport between ship and shore, as this article from the Morning Post on the 29th September 1847 reports:

“MONSTROUS OVERCHARGE BY A WATERMAN – Yesterday, John Thomas Jones, a waterman, appeared before Mr Yardley, to answer the complaint of Mr. Edward Sole Munico, wine merchant of Trinity-square, for making the following grievous overcharge.

On Sunday the 29th of August, Mr Munico, a lady, and a gentleman, were passengers in the AJAX, a Cork steamer, which arrived that day off the Alderman’s Stairs, Lower East Smithfield. After the vessel was moored, the defendant, who was in his boat alongside, came on board, and was engaged by Mr. Munico to convey him and his friends and luggage which consisted of seven packages not exceeding five cwt, to the Alderman’s Stairs exactly opposite. The party was no sooner afloat that the defendant, who had a partner with him, said he could not land his fare at the Alderman’s Stairs, but would row to the Tower Stairs, or any other place. Mr. Munico then directed him to row to the Dublin Wharf, adjoining the Alderman’s Stairs, where the complainant wished to deposit some of his luggage, intended to be shipped to India. No landing could be effected at Dublin Wharf because it was a Sunday, and the boat was rowed into Alderman’s Stairs, where the defendant demanded 12s 6d as his fare, and would not allow Mr. Munico and his friends to land till it was paid. Mr. Munico expostulated with him for some time, but with little effect; at last he reduced his claim to 8s 6d, which was paid to him and the passengers and luggage were landed. the utmost that the defendant was entitled to claim was 3d per each passenger only, and they were entitled to carry 56lbs weight of luggage each. Beyond that the quantity the waterman was entitled to charge 1s per cwt, which would make the total amount of his fare only 4s 3d.”

The report then states that the waterman had no right to ply on a Sabbath between the steamer and Alderman’s Stairs, as that privilege belonged to the Sunday ferrymen, who rented it off the Watermen’s Company. The defendant was fined 20s, however Mr. Munico interceded on behalf of the waterman, on which the penalty was reduced to 10s and costs.

A lesson which also applies today, to agree a fare before getting into a river boat, or a taxi.

A report in the Evening Chronicle on the 30th October 1840 also highlights the risk to travelers arriving in London by Alderman Stairs.

The report was about another waterman, a certain William Vallance, who was a member of the ‘Jacob-street gang of steam boat rangers’. In the reported case, Vallance had been directed to meet the Dublin steam-ships when they arrived off Alderman Stairs, however the members of the Jacobs Street gang would persuade their passengers to be taken to another landing point where they could be charged significantly more. The Jacob Street gang would also “on arrival of a steam ship the Jacob-street gang managed to board the vessel while the crew were busily engaged in mooring the vessel, and seized any luggage they could lay their hands on, which they lowered into a boat, generally having a fellow of very questionable character ready to receive it and stow it away”.

Theft of goods from the ships moored on the Thames and from the warehouses that lined the river was a continuous problem, and had led to the formation of the Thames River Police,

The Thames river Police would frequently question people carrying goods along the river, on land, or at the river stairs. If they could not give a satisfactory explanation for why they were in possession of the goods, they would be arrested for theft. Newspapers often carried long lists of those arrested, and the goods they were found with. On the 3rd September 1821, the Public Ledger and Daily Advertiser included a “E. Bateman who was found with 1lb of sugar at Alderman Stairs” without being able to give any satisfactory explanation of why he was in possession of the sugar.

The remains of old piers can still be seen:

Ships moored off Alderman Stairs could also be purchased. On the 12th of January 1809, you could have bought the “good Brig LITTLE WILLIAM, square stern, foreign built, and free; burthen 84 tons per register, is abundantly found in good stores, and can be sent to sea at a very trifling expense; is well adapted for the Mediterranean or any other Trade her burthen may suit. Now lying off Alderman’s-stairs, John Gofton, Master.”

The view looking west, under the decked area in frount of the converted warehouse to the west of Alderman Stairs:

Reports involving Alderman Stairs also highlighted the dangers of passenger shipping, for example this article from the Evening Chronicle on the 17th October 1838:

“DREADFUL STEAM-PACKET COLLISION – The non-arrival of the Dublin Steam Packet Company’s vessel Shannon, Captain Pym, at her mooring of the St. Katherine’s Dock, on Sunday, or yesterday morning from Dublin, Falmouth and Plymouth, excited considerable apprehensions for her safety,and that of the passengers and crew.

These fears were still more heightened, owing to the recent heavy gales which she must have encountered at sea; and in consequence of information having been received at the company’s office, St. John’s-street, Minories, by yesterday morning’s mail, from Portsmouth, that the steam-ship Thames, Captain Williams, belonging to the same company, which sailed from the river for Dublin on Saturday morning last, with a great number of passengers, had put into that port (Portsmouth) early on Sunday morning, with extensive damage, having been in violent contact with a large steam-vessel off Brighton, about twelve o-clock on Saturday night. When the collision took place both vessels were proceeding at full speed, although the night was dark and stormy.

As might be expected, the consternation among the passengers most of whom were in their berths, was frightful in the extreme – doubtless rendered the more so on account of the recent dreadful loss of the Forfarshire, and other steam packet disasters. The steam-ship with which the Thames was in collision was believed to be the Shannon, from Dublin for London, although this could not be correctly ascertained, the steamer having proceeded on her voyage, and not again seen.

These particulars were received in the city by the Portsmouth mail yesterday morning, and soon spread through the metropolis to the distress of those who expected relatives or friends to be on board, the Shannon not having at that time arrived; and the belief in consequence being entertained that after the collision with the Thames she had gone down with all on board.

Yesterday, soon after noon, these evil forebodings were happily dispelled; the Shannon having arrived at her moorings off the Alderman-stairs, Lower East Smithfield.”

A final look back up the stairs:

These stairs are so quiet today. There are no waterman rowing their passengers across the river. Sea going passenger and cargo ships no longer travel this far up the river (apart from the cruise ships berthing alongside HMS Belfast), but stand on the Thames foreshore, look up the stairs, and imagine the countless thousands of people who have used Alderman Stairs as their gateway to the river.

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London In Pictures – A London County Council 1937 Guide

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The London County Council (LCC) along with the metropolitan boroughs, transformed London.

The LCC was responsible for the coordination and provision of a wide range of services across London, for example the growth of council provided housing, education, provision of medical services, parks and gardens, infrastructure and consumer services. The LCC, along with authorities such as the Metropolitan Water Board, the London Passenger Transport Board, the London Fire Brigade and the Metropolitan Borough Councils transformed London from the 19th century city to the city we recognise today.

The London County Council produced a considerable number of publications on almost any aspect of the running and organisation of a major city that you could imagine. Within these publications there is a common theme – a considerable pride in the city and the services that the LCC provided to Londoners.

Much of this can look strange from a 21st century viewpoint – too intrusive, too organising, too much “authority knows best”. However with austerity, drastic reductions in council services, library closures, funding challenges for the NHS, Police and Education, the past can look deceptively attractive, but dig deeper and comparisons are never simple.

I have collected a wide range of LCC publications over the years, they provide considerable insight into the development of the city from the formation of the LCC in 1889 until the transfer to the Greater London Council in 1965.

For this week’s post, I would like to feature a publication which provides an overview of all the services provided by the LCC and other London authorities. A snapshot in one specific year – 1937.

This is London In Pictures – Municipal London Illustrated.

London in Pictures is a guide-book, but a guide-book with a difference as the foreward to the book describes:

“Many London guide books are published every year and many picture books illustrating the external beauties of London streets and street scenes and buildings of architectural and historic interest. None of these publications, however, devotes adequate attention, even if any notice at all be given, to the municipal interests of London”

The guide-book was targeted at visitors to, and those on holiday in London, and the foreward goes on to explain that if the visitor can understand the government of the city and how London is delivering municipal activities, they can take back this knowledge to help solve problems in their own town or city. Possibly a very limited readership, but again, this demonstrates the LCC’s pride in the way that London was administered and the services provided to the city’s inhabitants.

The book is divided into sections focusing on a specific aspect of the LCCs services, so lets start with – Block Dwellings built by the Council.

In 1937 the LCC owned around 25,000 flats across London. These were typically in estates with blocks of flats to a common design, however many designs were unique and still look good today.

One of these was the Oaklands Estate in Clapham. This estate occupied around 3 acres and provided 185 dwellings with a total of 582 rooms. The estate was built between 1935 and 1936 and the following photo is of Eastman House on the Oaklands Estate.

The Clapham Park Estate is of the more traditional London County Council design. This is a view of Lycett and Cotton Houses on the estate which was built between 1930 and 1936, with the overall estate comprising 759 dwellings.

The LCC also developed Council Cottage Estates. These estates consisted of houses and smaller flats, providing a low-rise appearance and reduced housing density. This is the Old Oak Estate – the estate which is located between Westway (the A40 road) and Wormwood Scrubs.

In 1937 the Old Oak Estate consisted of 1,055 houses and flats.

Occupying around 202 acres of land across Chislehurst and Sidcup districts was the Mottingham Estate. In 1937 the estate consisted of 2,356 houses and flats with further growth planned by the reservation of space for a cinema, shops, schools and a church and 25.5 acres of open space.

Londoners also needed education and the London County Council designed new school buildings with large windows for natural lighting, assembly halls, gymnasium, libraries and rooms designed for specific subjects such as science and art. The book highlights that LCC schools were provided with hot water facilities (with the implication that earlier schools lacked this feature).

This is the King’s Park School in Eltham. The senior school in the two storey block with the single storey infant school to the right.

As well as education, health care was important, and in 1937 the NHS was still a distant dream. In 1930 the LCC took over responsibility for hospitals controlled by Boards of Guardians and the Metropolitan Asylums Board. This allowed the council to start a programme of modernisation and standardisation of health services across the city and in 1937 there were 43 general hospitals and 31 special hospitals controlled by the LCC.

This is the Operating Theatre and X-Ray Unit completed in 1936 at St. Mary Abbots Hospital, Kensington.

As with new schools, LCC designed hospitals also featured large windows to maximise natural lighting and a belief in the importance of fresh air to aid recovery. This is the Sun Balcony at St. Olave’s Hospital:

One of the departments within the London County Council was the rather 1984 Orwellian named “Public Control Department”.

This department had a wide range of services which today would be included within the scope of departments such as Trading Standards.

The Public Control Department was responsible for services such as for weights and measures, testing of gas meters, control and storage of petrol, licensing employment agencies and massage establishments, administration of the Shops Act, diseases of animals, sale of fertilizers and animal feed stuffs and the registration of theatrical employees.

The following three photos from the book show the type of activities carried out by the Public Control Department. The first is testing a weighbridge:

Measuring the weight of a sack of coal to ensure that the contents met the specified and charged for weight:

Checking the weights and measures in a shop:

The London County Council became the local education authority for London in 1904, and was responsible for:

To co-ordinate the activities of its predecessors, the School Board for London and the Technical Education Board,
To place those elementary schools provided by voluntary bodies on the same basis as regards maintenance as those provided by the Council itself,
To establish a system of secondary schools linked to the elementary schools by a scholarship scheme,
To reorganise the former ‘night schools’ into a comprehensive system of continuative education,
To expand technical, commercial and art education,
To build up a system of school medical inspection and treatment, and of special schools for children with physical and mental defects.

In 1937 the LCC was responsible for nearly 800,000 pupils. 512,000 under the age of 14, with 125,000 between 14 and 18 and a further 163,000 in adult education.

An annual nativity play by junior boys and girls:

Mid-morning milk at a junior school:

Practical work – Domestic Subjects:

Residential schools in camp:

The scope of education covered by the London County Council included training colleges which focused on specific subjects and skill sets. These colleges included teacher training colleges and in the photo below, poultry farming:

A teacher training college:

The London County Council was also responsible of the main drainage services for London, which in 1937 meant servicing the needs of 5.5 million people.

The main treatment works were at Beckton, which dealt with 280 million gallons of sewage a day, with effluent being discharged into the river, and 2 million tons a year of solid matter being dumped at sea by a fleet of four, wonderfully named “sludge vessels”.

This view is of part of the 7.5 miles of aeration channels at Beckton:

An example of the tunnels that transported sewage for treatment – 10 foot and 11.5 foot diameter sewers:

Included within the wide range of infrastructure services for which the LCC was responsible were ferries, tunnels and piers, including the Rotherhithe Tunnel:

Greenwich Pier:

And the Woolwich Ferry, which in 1937 carried 4,000 vehicles and 7,000 pedestrians daily between the weekday hours of 6 a.m. and midnight.

Originally, fire brigade services had been built up across London by private enterprises such as insurance companies, however by the 1860s, the costs of providing the service were escalating and the insurance companies requested that the Government took over the service.

This was achieved by the 1865 Metropolitan Fire Brigade Act which consolidated the individual services into a single, London fire service.

In 1889 the London County Council took over the Metropolitan Fire Brigade, and in 1904 the name was changed to the London Fire Brigade.

In 1937 the new headquarters building and fire station for the London Fire Brigade on the Albert Embankment had only just been completed. The fire services moved from this building a few years ago, and it is currently being redeveloped, however it will retain a link with the fire service as the London Fire Brigade museum is planned to return to a new and upgraded facility within the building.

In 1937, the London Fire Brigade were equipped with a range of leading edge appliances, including a Hose Lorry:

And a Breakdown Lorry:

The London Docks were a high fire risk, due to the dense storage of large amounts of inflammable materials, with probably a lack of attention to fire prevention measures. The following photo from the book shows a typical fire that the London Fire Brigade had to deal with, a large fire in July 1935 at Iceland Wharf, Old Ford.

The Municipal Hospitals of London were the responsibility of the London County Council, with 74 hospitals taken over from the Boards of Guardians and Metropolitan Asylums Board.

In 1937, these hospitals contained at total of 38,500 beds. This was before the establishment of the NHS, so treatment was not free for all. The book explains that “Admission may usually be secured on the certificate of a private doctor, without any suggestion of poor law ‘taint’, and except in certain circumstances, patients are required to contribute according to their means.”

The Children’s Ward at a LCC hospital:

A London County Council hospital operating theatre:

The London County Council also ran medical inspections and treatment of school children. Children would be ‘inspected’ at the ages of 7, 11 and between the ages of 13 and 14. This included dental inspections with the possibility of follow-up treatment at 74 medical and dental treatment centres across London.

Probably a nightmare for most children – school dental treatment:

A minor ailment centre:

The London County Council set-up the London Ambulance Service in 1915, initially to focus on street accidents. There was a separate ambulance service run by the Metropolitan Asylums Board, which was used for the transfer of patients with infectious diseases, and another service run by the Boards of Guardians. All these services came under the central control of the LLC in 1930 under the Local Government Act of 1929.

The interior of a 1930s ambulance:

Control of ambulances was from County Hall and an ambulance could be summoned by calling WATerloo 3311.

in 1937 there were 153 ambulances covering London. These were based at 6 large ambulance stations and 16 smaller stations. By comparison in the financial year 2017/18 the London Ambulance Service consisted of over 1,100 vehicles based at 70 ambulance stations and support offices across London. In the same year the service dealt with 1.9 million 999 calls – a truly extraordinary number.

If you needed an ambulance in 1937, this is the vehicle that would arrive:

Parks and Open Space were also the responsibility of the London County Council, with a total of 6,647 acres of space managed by a staff of 1,500.

The LCC provided and managed parks such as Battersea Park, as well building and managing facilities within parks, such as the open-air swimming pool at Victoria Park:

One of the responsibilities of the LCC, in the terms used in the 1937 book was the “Care of the Mentally Afflicted”. The LCC had started to change how mental health was treated with a move from the custodial approach to proper nursing care, however it was a very institutionalised approach with 20 hospitals and institutions providing treatment for 33,600 patients from a staff of 9,000.

This is Forest House, the admission and convalescent villa in Claybury Hospital:

In the same hospital, the Needleroom where “many patients can still do useful work”.

The guide-book also included the other governance authorities within London, including the City of London Corporation. This included the City markets, with this superb aerial view of the London Central Markets at Smithfield:

And a very quiet Spitalfields Market:

The other key element of London governance were the Metropolitan Borough Councils. These were formed by the 1899 London Government Act and were responsible for a number of local services such as the collection of refuse and the maintenance of streets.

In 1937, 16 out of a total of 28 borough councils were still electricity supply authorities, having their own local generation and distribution capabilities. These services would not consolidate further until after the war with the creation of the Central Electricity Generation Board and the regional distribution boards, such as the London Electricity Board.

The establishment of the Metropolitan Borough Councils resulted in the building of impressive Town Halls across London. The book includes a night view of St. Marylebone Town Hall:

Municipal Borough Councils also provided local facilities, for example, local parks and playgrounds, libraries and swimming pools.

One impressive example in 1937 was the Poplar Swimming Bath and the books show how the same building could support very different uses:

In 1937. the London docks were still major centres of trade. Containerisation and the shift of ports from inland rivers to coastal centres such as Southampton and Felixtowe was still decades in the future.

The Port of London Authority was responsible for the management of the ports and river. In 1937 the Port of London dealt with more shipping than any other UK port and over a third of UK overseas trade passed through London. In 1937, approximately 43 million tons of goods were managed through the London docks.

A ship entering the King George V Dock:

The Wine Gauging Grounds operated by the Port of London Authority:

London County Council publications are always fascinating and London in Pictures provides a really good overview of the governance of London and the breadth and depth of the services provided by the LCC.

Two years after the guide was published, the Second World War would bring devastation to the city, but would also mark one of those break points in history with, for example, the coming NHS taking over the provision and considerable expansion of health services.

The London Docks would soon start their gradual decline which would end in the closure of all central London docks. The population of London would also reverse the centuries long expansion and would go into a decline that would only start to recover in the 1980s.

Council house provision would reduce to almost nothing and “right to buy” would transfer council owned accommodation into private ownership.

The 1937 guide therefore provides a snapshot of LCC services at the end of an era.

alondoninheritance.com

Reynolds’s Splendid New Map Of London

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I have a real addiction to maps, almost any type of map. Folding maps, maps in books, street maps, transport maps – they all fascinate me. Whenever we go anywhere new, other people will be using their phone to guide them, I will have brought a paper map.

I probably have far too many maps of London, hidden away in shoe boxes in a cupboard. I feature John Rocque’s map and the 1940 copy of Bartholomew’s Reference Atlas of Greater London frequently in my posts, however I use many other maps to learn about how an area has evolved.

For a change, for today’s post, I thought I would feature one of these maps. This is “Reynolds’s Splendid New Map of London; Showing The Grand Improvements for 1847”.

James Reynolds was a London mapmaker with a shop at 174 Strand. The 1847 map was one of his first publications, and he would go on to produce regular updates to his London maps throughout the 19th century, also gradually incorporating colour into the maps. It is fascinating watch how London evolves with each new issue of Reynolds’s London map.

Many of his maps are online, however there is nothing better than the feel of an original paper map and to imagine the people who have used these maps to navigate the city – I did admit to having this strange addiction.

The map show features that have long disappeared and areas where key features have yet to be built.

Take the following extract showing Westminster and Millbank.

The most distinctive feature is the hexagonal shape in the lower centre of the map. This was the Millbank Penitentiary or prison which occupied the site adjacent to the approach road to Vauxhall Bridge for much of the 19th century.

Although Vauxhall Bridge crosses the river, the rest of the river looks rather empty until Westminster Bridge, however look midway between the two bridges and there is the location of a “Proposed Bridge”. This was the site of the future Lambeth Bridge which would open in 1862.

The area occupied by the prison can be easily located today, by referencing Vauxhall Bridge and Vauxhall Bridge Road, although the rest of the area has changed considerably. The following map extract shows the area today with the location of the prison now occupied by the housing to the north of Bessborough Gardens and up to Tate Britain. Map (© OpenStreetMap contributors)

The geometrical shape of the Millbank Prison is shown in the following drawing from An Account of Millbank Penitentiary by G.P. Holford, dated 1828 and shows how the prison was divided into six pentagons arranged around a central chapel.

The following print from 1829 shows the prison – it must have been a forbidding place to be sent to – often before transportation to Australia (©Trustees of the British Museum).

The prison has a considerable history and a couple of traces of the prison can still be found today – a subject for a future post.

Let’s now head to the east of the map and visit the Isle of Dogs in 1847:

Nearly all of the Isle of Dogs is still marked a being “Marshes”. There is some building along the western edge and a couple of roads leading to the southern tip where the ferry provides a crossing of the river over to Greenwich.

There are a number of interesting features on the map. The limit of building on the eastern edge was this little row of buildings, with the label “Police”. This was the location that the recently established Police force operated from before moving a short distance north to Coldharbour. Their primary aim was preventing theft from the shipping moored in the River Thames, the Docks and Warehouses.

The first docks had opened at the start of the 19th century and would continue growing across the Isle of Dogs for the rest of the century. The following detail shows the West India Import and Export Docks. The full South Dock had not yet been built, the space being occupied by the Canal (which also served as a dock) that led between the east and west sides of the Isle of Dogs and the Timber Dock. Poplar Dock had yet to be built just to the north of the Basin on the right.

How the area looked when dock building had completed and be seen in the following map from the 1940 Bartholomew’s Atlas, showing the same area as the above 1847 map.

In the 1847 map extract, on the eastern edge of the Isle of Dogs between the Basin entrance and the Ship Yard is a street labelled Cold Harbour, with some building along the street. This is one of the earliest built streets on this stretch of the river.

The artist William Daniell produced a series of prints of the new docks in 1802 and the following print shows Coldharbour as a line of buildings along the river front, between the entrance to the Blackwall Basin on the right and the South Dock to the left. (see my post where I explored the area which can be found here).

Industry has started spreading along the western edge of the Isle of Dogs. The following extract shows an iron Foundry and Oil Manufacturers, along with a couple of the windmills that once lined this edge of the river.

At the southern tip of the Isle of Dogs was a ferry across to Greenwich. The following extract shows the location of the ferry. The map also highlights the reason why much of the Isle of Dogs was labelled as Marsh as the land was below the high water mark – 7 foot at the southern tip.

Billingsgate in the City was not the only place in London where the name could be found – look across the river from the Ferry in the above map and there is a Billingsgate on the river bank at Greenwich.

Maps also show where the boundaries of the city’s growth were, and looking at maps over the years shows how the city gradually expands. In the following extract we can see that much of the land north of Limehouse and Poplar and east of Stepney was still open land in 1847. Bromley New Town has a few buildings, and to the north there is limited construction following the route of Bow Road.

The detail below from the above map shows the late 18th century Limehouse Cut running between the river at lower left and the Lee Navigation / Bow Creek at top right. The Limehouse Cut was built to provide a route to the River Thames whilst avoiding having to travel around the Isle of Dogs, and also avoiding the multiple bends in the lower section of the Bow Creek.

Industry alongside the Limehouse Cut includes a Rope Walk, Pearl Ash manufacturers, and a Patent Cable Manufacturer. Also, to top right, Bromley Hall is labelled. I found this building a couple of months ago when I walked from Bromley-by-Bow to the southern tip of the Isle of Dogs. The hall has survived to this day:

Crossing the river we can look at how far the Surrey Docks had developed by 1847.

The first docks were in place, and the Grand Surrey Canal provided a transport route from the docks to industries inland, reaching up to Peckham.

The map below from the 1940 Atlas shows the same area as the above map. The docks were at their peak and the rest of the land had been built up between 1847 and 1940.

Zooming out there is another interesting feature. In the map below a long black lines stretches from upper left to lower right. This is the brick viaduct carrying the London & Greenwich Railway from the location of London Bridge Station out to Deptford and Greenwich. Much of the route is still through open land – this would soon be developed.

Heading back north again, and we can see one of the many developments across London where a name was given to a specific area. Many of these names can still be found in use today. In this example, we can see Globe Town.

The railways had not yet made their mark along what would become Euston Road. In the following map, the station that would become Euston Station is the black rectangle on the far left of the map.

St. Pancras and King’s Cross Stations have yet to be built. The reason that stations were built along Euston Road was a recommendation from an 1846 Royal Commission into the various railway schemes proposing stations in central London.

The Commission recommended that on the north of the river, railways should not be built through a central area of London bounded by the streets that would later become Euston Road, Marylebone Road, City Road, Bishopsgate which is why the stations serving central London form a ring around the outskirts of what was the centre of London in the 1840s.

If you look to the left of Euston Station, you will see St. James Chapel. The top right corner of the graveyard has already been lost to the first incarnation of the station, and the graveyard is currently being excavated today ready of the HS2 extension of Euston Station.

As well as stations not yet built, the 1847 map shows stations that have since disappeared.

The following map is an extract of one of the maps above and shows the London & Greenwich Railway as the straight line running from Deptford off to the right and London Bridge off to the left. Below this straight railway is the curved route of the Dover Railway, which ends at Swan Street Station, alongside what is now the Old Kent Road.

I have only seen the station called Swan Street Station a couple of times, it is better known as the Bricklayers Arms Station after a nearby pub.

The station was built by the Croydon and South Eastern Railway Companies, opening in 1844. The station was their alternative to the London & Greenwich Railway’s terminus at what is now London Bridge.

The station was advertised as a terminus for the West End and omnibuses were arranged to meet trains arriving at the station and take passengers onward to the City and West End. It was not a success and the passenger services ended in 1852 (apart from a brief resumption between 1932 and 1939). The station continued in use as a goods depot.

The Bricklayers Arms continued in a variety of railway related services until closure in the late 1970s and the sale of the land to developers in the early 1980s. The station and spur of the Dover Railway to the station has been demolished and replaced by commercial premises and housing.

If you look at the straight railway line above and to the right of Swan Street Station is another lost station – Spa Road Station which I wrote about here.

Spa Road Station as it appeared in 1836, eleven years before Reynolds’s map:

I have not really concentrated on the central city, rather focusing on the edges of the map as these were the area that were starting on their development from open land to the built-up city we walk around today. Another example can be found at the top right corner of the map where the original buildings of Bromley and Bow can be found.

Note that at the time, the River Lea formed the boundary with Essex. Greater London has since pushed many miles to the east.

One final look at something yet to be built in the following map extract with the Tower of London in the centre right of the map.

The landmark that is missing is Tower Bridge. In 1847 when the Reynolds’s map was printed, London Bridge was still the most easterly bridge over the River Thames.

The 1847 Reynolds’s Splendid New Map of London; Showing The Grand Improvements in its full glory:

As with photography, mapping today is mainly digital, and rather than exploring London with a paper map, today, visitors to London, or anyone else looking for a new location will almost certainly be looking at their phone.

I wonder how in 172 years we will be able to look back at maps of how London appeared in 2019? I will though continue my addiction and carry on buying paper maps.

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New Deal For East London – Bromley By Bow to Poplar

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Two years ago I started a project to revisit all the locations listed as at risk in an issue of the Architects Journal. dated 19th January 1972. This issue had a lengthy, special feature titled “New Deal For East London”. The full background to the article is covered in my first post on the subject here.

I have almost completed the task of visiting all 85 locations, there are just a few more to complete. I had a day off work last Monday, the weather was perfect, so I took a walk from Bromley by Bow to the southern tip of the Isle of Dogs to track down another set of locations featured in the 1972 article, and also to explore an area, the first part of which, is not usually high up on the list for a London walk.

There was so much of interest on this walk, that I have divided into two posts. Bromley by Bow to Poplar today, and Poplar to the tip of the Isle of Dogs, hopefully mid-week.

I had five sites to visit, which are shown in the following map from the 1972 article, starting at location number 29, passing by sites 56, 28 and 27 before finishing at site 26.

To get to the start of my planned route, I took the Hammersmith & City line out to Bromley by Bow station. There have been some considerable changes to the area in the years since the 1972 article, changes which are still ongoing. The following map shows the area today with the five locations marked. One obvious difference between the 1972 and 2019 maps are the major roads that have been cut through the original streets, and it is by one of these new roads that I would start the walk.

Map © OpenStreetMap contributors.

The entrance to Bromley by Bow underground station has been a building site for the last few years, although with not too much evidence of building work underway. The exterior of the station entrance is clad in hoardings and scaffolding.

The underground station entrance opens out onto a busy road. Three lanes of traffic either side of a central barrier. This is the A12 which leads from the Bow Flyover junction with the A11 and takes traffic down to the junction with the A13 and the Blackwall Tunnel under the River Thames.

Directly opposite the station is a derelict building. This, along with surrounding land has been acquired by a development company ready for the construction of a whole new, mainly residential area, including a 26 storey tower block.

In the photo above, i am looking across the 6 lanes and central barrier of the A12. The construction of this road in the 1970s had a major impact on the area. It was once a network of smaller streets, terrace housing and industry, much of which was due to the location adjacent to the River Lea. The following extract from the 1940 Bartholomew’s Reference Atlas of Greater London shows a very different area. Bromley Station (now Bromley by Bow) is towards the top of the map with St. Leonard’s Street passing the station, leading down to Brunswick Road. Parts of these streets remain, however as the north to south route they have been replaced by the six lane A12. Many of the side streets have also disappeared or been shortened.

There are still many traces that can be found of the original streets and the buildings that the local population would have frequented. This photo is of the old Queen Victoria pub at 179 St Leonard’s Street.

The pub is surrounded by the new buildings of Bow School, however originally to the side of the pub and at the back were large terraces of flats which presumably provided a large part of the customers for the Queen Victoria. The pub closed in 2001 and is presumably now residential.

Walking further along the road, the road crosses the Limehouse Cut, built during the late 1760s and early 1770s to provide a direct route between the River Thames to the west of the Isle of Dogs loop and the River Lea.

New build and converted residential buildings have been gradually working their way along the Limehouse Cut, however there are a few survivors from the light industrial use of the area, including this building where the Limehouse Cut passes underneath the A12.

A short distance along is another old London County Council Fire Brigade Station for my collection. This was built in 1910, but has since been converted into flats.

The building is Grade II listed, with the Historic England listing stating that the building “is listed as one of London’s top rank early-C20 fire stations“. The building originally faced directly onto Brunwsick Road and was known as Brunswick Road Fire Station, however with the A12 cutting through the area, the small loop of the original Brunswick Road that separates the fire station from the A12 has been renamed Gillender Street.

The short distance on from the fire station is the first of the Architects Journal sites on my list:

Site 29 – Bromley Hall

The view approaching Bromley Hall:

For an area that has been through so much pre and post war development, the original industrialisation of the area and wartime bombing, it is remarkable that Bromley Hall has survived.

Although having been through many changes, the building can trace its origins back to the end of the 15th century when it was built as a Manor House, later becoming a Tudor Royal Hunting Lodge. The site is much older as it was originally occupied by the late 12th century Lower Brambeley Hall, and parts of this earlier building have been exposed and are on display through a glass floor in the building.

The London Metropolitan Archives, Collage site has a few photos of Bromley Hall. The first dates from 1968 and shows the hall, apparently in good condition, but surrounded by the industry that grew up along the River Lea.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01 288 68 5683

The photo highlights the impact that the A12 has had in the area. The above photo was taken from Venue Street, a street that still remains, but in a much shorter form. Everything in the above photo, in front of Bromley Hall, is now occupied by the six lane A12.

An earlier photo from 1943 showing Bromley Hall. The windows have been bricked up, I assume either because of loss of glass due to bombing, or as protection for the building.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01_288_F1262

Bromley Hall is Grade II listed and has been open during Open House London weekends and is well worth a visit.

Further along is another example that this area, now isolated across the A12 was once a thriving community. This imposing facade is of Bromley Library, built between 1904 and 1906.

Bromley Library was one of four libraries in Poplar. The others being Poplar Library in the High Street, Cubitt Town Library in Strattondale Street and Bow Library in Roman Road. These libraries were open from 9 in the morning till 9:30 in the evening, and in 1926 almost half a million books were issued across the four libraries.

The Bromley Library building is now Grade II listed. It closed in 1981 and after standing empty for many years, the old library building has been converted into small business units.

I walked on a bit further, then took a photo looking back up the A12 to show the width of the road.

Bromley Hall is the building with the white side wall to camera, and the library is just to the left of the new, taller building.

There is a constant stream of traffic along this busy road, when I took this photo it was during one of the occasional gaps in traffic when a pedestrian crossing just behind me was at red. There are not too many points to cross the road, with crossings consisting of occasional pedestrian traffic lights and also a couple of pedestrian underpass.

Much of this lower part of the A12 widening between the Limehouse Cut and East India Dock Road was originally Brunswick Street. The following Collage photo from 1963 shows Brunswick Street before all this would be swept away in the 1970s for the road between the Bow Flyover and the Blackwall Tunnel.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01_288_AV63_989

Before the road meets the East India Dock Road, there are additional lanes to take traffic under the A12 and across to Abbott Road to the east.

Close to the junction between the A12 and the East India Dock Road is the Balfron Tower.

A whole post could be written about Balfron Tower, the flats design by Erno Goldfinger and built in 1967. Balfron Tower tends to generate either love it or loathe it views of the building. dependent on your appreciation of high-rise accommodation and concrete construction.

The recent past has also been controversial in the history of the building. Like many estates from the 1960s, Balfron Tower suffered from lack of maintenance, failing lifts, problems with plumping and anti-social behavior.

In 2007 the building was transferred from Tower Hamlets Council to the housing association Poplar HARCA. The transfer included a commitment for refurbishment of the building which required considerable work and cost.

Tenants were initially given the option to remain whilst refurbishment was carried out, or move to a new local property. Whilst a number of residents took up the option to move, a number of residents remained.

The remaining residents were moved out in 2010, the reason given being the difficulty of managing a significant refurbishment project along with health and safety issues whilst there are residents in the building. Initially there was an indication that the residents may have a right of return, however this option disappeared as work progressed, and the costs of building works grew.

The redevelopment work is being undertaken by a joint venture including Poplar HARCA, LondonNewcastle and Telford Homes. There will not be any social housing in the refurbished building and all flats will be sold at market rates.

A long hoarding separates the building from the A12 with artist impressions of the new Balfron Tower and the address of the website where you can register your general interest, or as a potential purchaser of one of the flats.

Balfron Tower photographed in February 2019, clad for building work.

A couple of years ago, I climbed the clock tower at Chrisp Street Market and photographed Balfron Tower:

This is a development that will continue to be controversial due to the lack of any social housing and the sale of the flats at market rates. Another example of the gradual demographic change of east London.

To reach my next destination on the Architects’ Journal list, I turn into East India Dock Road. A terrace of 19th century buildings with ground floor shops runs along the north of the street and above Charlie’s Barbers there is an interesting sign:

Interesting to have this reference to a north London club in east London. I put this photo on Twitter with a question as to the meaning and one possible reference is the boring way Arsenal use to play and results would only ever be one nil. I would have asked Charlie, if he still owns the barbers, however they were shut during my visit.

A short distance from Charlies Barbers and across the East India Dock Road was my next location.

Site 56 – Early 19th Century All Saints, Poplar, With Contemporary Rectory And Terraces

Buildings seem to have a habit of surrounding themselves in scaffolding whenever I visit and All Saints, Poplar was certainly doing its best to hide, however it still looks a magnificent church on a sunny February morning.

Poplar was originally a small hamlet, however the growth of the docks generated a rapid growth in population. The East India Dock Road was built between 1806 and 1812 to provide a transport route between the City and the newly built East India Docks.

Alongside the East India Dock Road, All Saints was constructed in the 1820s by the builder Thomas Morris who was awarded the contract in 1821.

The church survived the bombing of the docks during the last war until March 1945 when a V2 rocket landed in Bazely Street alongside the eastern boundary of the churchyard, causing considerable damage to the east of the church.

The church was designed to be seen as a local landmark along the East India Dock Road and across the local docks. The spire of the church is 190 feet high and the white Portland stone facing would have impressed those passing along the major route between City and Docks.

Burials in the churchyard ended in the 19th century and the gravestones have been moved to the edge, lining the metal fencing along the boundary of the church.

The area around the church was developed during the same years as construction of the church. A couple of streets around the church now form a conservation area. These were not houses built for dock workers. Their location in the streets facing onto the church would be for those with a substantial regular income, rather than those working day-to-day in the docks.

This is Montague Place where there are eight surviving terrace houses from the 1820s.

At the eastern end of Montague Place there is another terrace of four houses in Bazely Street. These date from 1845 and are in remarkably good condition.

The church and two terraces of houses form a listed group and are part of a single conservation area.

A short distance further down Bazely Street is one of my favourite pubs in the area – the Greenwich Pensioner. The pub closed for a few years recently but has fortunately reopened.

One of the problems of walking in the morning – the pubs are still closed.

I continued along Bazely Street to Poplar High Street, then turned south to the large roundabout where Cotton Street (the A1206) meets the multi-lane Aspen Way. This is not really a pedestrian friendly area, however I needed to cross under the Aspen Way to continue heading south for my next destination.

This photo looking towards the east, is from the roundabout underneath the flyover that takes the Aspen Way on its way to the Lower Lea Crossing.

As with the A12 along Bromley by Bow, this area has been cut through with some major new multi-lane roads as part of the redevelopment of the docks.

A poster seen underneath the flyover alongside the roundabout.

A poster that is relevant to a specific point in time. I was not sure who would see the poster as it is facing inwards, away from the traffic on the roundabout, and I doubt that many pedestrians take this route.

Emerging from underneath the flyover and the developments on the northern edge of the Isle of Dogs can be seen.

Crossing over Trafalgar Way, and one of the old docks can be found. This is Poplar Dock looking west with two cranes remaining from when the dock was operational.

The site is now Poplar Dock Marina and is full with narrow boats and an assorted range of other smaller craft. Poplar Dock opened in 1851, however the site had originally been used from 1827 as a reservoir to balance water levels in the main West India Dock just to the west. In the 1840s the area was used as a timber pond before conversion to a dock.

Poplar Docks served a specific purpose, being known as a railway dock. The following extract from the 1895 Ordnance Survey map shows Poplar Docks almost fully ringed by railway tracks and depots of the railway companies.

Credit: ‘Reproduced with the permission of the National Library of Scotland’

Again, the docks deserve far more attention than I can give in this post, so for now, I will leave Poplar Docks at their southern end and walk along Preston’s Road to get to my next location on the Architects’ Journal list.

Site 28 – Early 19th Century Dockmaster’s House, Now Empty

Those last two words must have been the reason for inclusion in the list. An empty building in the docklands in the 1970s would have been at risk, however fortunately the building has survived and this is the view when approaching the location along Preston’s Road.

The Dockmaster’s House goes by the name of Bridge House and is now occupied by apartments available for short term rent.

The house is alongside the Blackwall entrance to the docks, a channel that connects the River Thames to the Blackwall Basin so would have seen all the shipping entering from the river, heading via the basin to and from the West India Dock.

Evidence of the historic function of the place can be found hidden in the gardens between the house and the channel.

Bridge House was built between 1819 and 1820 for the West India Dock Company’s Principal Dockmaster. The entrance to the house faces to the channel running between docks and river, however if you look at the first photo of Bridge House taken from Preston’s Road you will see large bay windows facing out towards the river. This was a deliberate part of the design by John Rennie as these windows, along with the house being on raised ground would provide a perfect view towards the river and the shipping about to enter or leave the docks.

The Architects’ Journal in January 1972 were right to be worried about the future of Bridge House. Later that same year a fire destroyed the roof. The rest of the house survived and a flat roof was put in place.

The house was converted to flats in 1987 and a new roof to the same design as the original replaced the flat roof. The luxury flats did not sell, and Bridge House has hosted a number of temporary office roles before apparently now providing a short term let for flats which have been constructed inside the building.

The view from in front of the house. This side of the house is facing down to the channel that leads from the Thames to the Blackwall Basin.

A view from the bridge over the channel showing the house in its raised position, overlooking the channel and to the right, the River Thames (although that view is now obstructed by buildings).

Before continuing on down through the Isle of Dogs in my next post, I will pause here on the bridge over the channel between docks and river to enjoy the view.

This is looking west towards the original Blackwall Basin:

This is looking east, the opposite direction towards the river with the Millennium Dome partly visible across the river.

I really enjoyed this part of the walk, what could be considered an unattractive route, walking down from Bromley by Bow station is completely wrong. It is an area going through considerable change but there is so much history and so much to explore.

In my next post I will continue walking south towards the far end of the Isle of Dogs to find the remaining two locations from the 1972 issue of the Architects’ Journal.

alondoninheritance.com

New Deal For East London – Bethnal Green

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On a cold, windy and grey day in February, a day that seems very different to the weather we are having in June, I walked to the sites in Bethnal Green, Mile End Road and Stepney, continuing in my project to visit all the sites listed as at risk in the 1973 Architects’ Journal issue: New Deal for East London.

I had intended to cover all these locations in a single blog post, however I keep finding things of interest during these walks, and I did not have the time to write the full post, and did not want to impose such a lengthy post on readers, so I split into two.

A few weeks ago was the post on Mike End and Stepney, and today I am in Bethnal Green.

The post covers sites 49 to 52, where I also find an 18th century boxer and an interesting walk down to Mile End Road.

The area I will be walking is very built up, and has been since the early decades of the 19th century, however in 1746, Bethnal Green was still a hamlet surrounded by fields. Despite the very rural nature of Bethnal Green in 1746 it is possible to see the majority of the streets and features that we can walk through today.

The following is an extract from John Rocque’s 1746 map and I have labelled the key features I will cover in the rest of this post.

The area today, with the locations marked. Very different from the rural fields of 1746 (Map “© OpenStreetMap contributors”).

I travelled out to Bethnal Green on the underground and arrived at Bethnal Green Station which is at the junction of Roman Road, Bethnal Green Road and Cambridge Heath Road, and also located at this busy road junction is:

Site 49 – Soane’s St. John’s Bethnal Green

The church of St. John’s, Bethnal Green looks over this major road junction from the corner of Cambridge Heath Road and Roman Road.

The church was designed by Sir John Soane and built between 1826 and 1828.

One of the so called Commissioners Churches as the church was a result of the 1818 and 1824 Acts of Parliament which provided sums of money and established a commission to build new churches.

These were needed in the areas where there had been considerable population growth and Bethnal Green is a perfect example of the transformation of an area from a low population, rural landscape, to a densely populated urban settlement.

The location of the church was on open land directly adjacent to what was already a road junction in central Bethnal Green, however there are also references to there being a Chapel of Ease on the site, or close to the new church, (for example the Tower Hamlets publication: “History of parks and open spaces in Tower Hamlets, and their heritage significance” mentions a Chapel of Ease in 1617). The Roque map does show a building of some form in the road junction which may have been the Chapel of Ease, although this is just speculation at this point and needs some further research.

The church was damaged by fire in 1870 with much of the interior and the church roof being destroyed. The church was reopened the following year after restoration, which included new bells cast at the Whitechapel Bell Foundry. The church did suffer some damage during the last war, fortunately not the major level of damage suffered by many other east London churches.

The church was closed on the day of my visit, however it is good to see that the church is still an imposing building overlooking this busy junction, even on a grey and cold February morning.

Diagonally across the junction from the church is the Salmon and Ball pub:

Early references to the Salmon and Ball date the pub to the first half of the 18th century, however the current building dates from the mid 19th century and is Grade II listed. The earliest contemporary reference I could find to the Salmon and Ball is from a newspaper report on the 26th November 1795 reporting that:

“This day about two o’clock, in consequence of Advertisements, several thousand Weavers assembled near the Salmon and Ball, Bethnal Green, to take into consideration a Petition to the House of Commons against the Bill brought in by Mr. Pitt, to prevent the people from meeting, &c. Mr. Heron was called to the Chair, when several resolutions were passed and a Petition against the Bill agreed upon.”

There are newspaper references to an east London Salmon and Ball going back to the 1730s, but they do not specifically confirm that they refer to the pub in Bethnal Green.

The name of the public is interesting, I have only found one reference to the origin of the name. In the East London Observer on the 9th January 1915 in an article titled “Roundabout Old East London” by Charles McNaught, there is the following reference to the Salmon and Ball:

“The Salmon and Ball, by the bye, figures prominently in more than one historical scene in the turbulent days of Bethnal Green Weaverdom. Apart from that, however, it is a tavern sign sufficiently incongruous to awaken curiosity. The early silk mercers adopted the Golden Ball as their sign, because, in the Middle Ages all silk was brought from the East, and more particularly from Byzantium and the Imperial manufactories there. And at Byzantium the Emperor Constantine the Great adopted a Golden Globe as the emblem of his imperial dignity. The Golden Ball continued as the mercer’s sign until the end of the Eighteenth Century and then it gradually passed to the ‘Berlin’ wool shops, and – conjoined with a fish or other animal – its was favourite sign for Taverns in the silk weaving area.

The Salmon and Ball in Bethnal Green is not the only house with that sign; and other local names of the past include: The Ball and Raven, The Green Man and Ball, the Blue Balls, The Ring and Ball, and many others.”

No idea if this is the true origin of the name, but an interesting possibility.

My next stop was very close, and it was a short walk to:

Site 50 – Early 19th Century Terrace

This location was just opposite the church, a narrow street that runs parallel to Cambridge Heath Road and that goes by the name of Paradise Row. For the main part of the street, houses run along one side, with the opposite side formed by Paradise Gardens, which in February really did not live up to the name.

The terrace of houses in Paradise Row taken from within Paradise Gardens:

There is a blue plaque on one of the houses recording that Daniel Mendoza lived in the house:

Daniel Mendoza was a fascinating character. A boxer, or pugilist who became heavyweight champion between 1792 and 1795. In an age when it was common to advertise yourself with a memorable name. As the plaque states he proudly billed himself as ‘Mendoza the Jew’ in honour of his Jewish heritage. For an example of how other boxers billed themselves, Mendoza’s first recorded successful prize fight was against the wonderfully named ‘Harry the Coalheaver’.

The plaque refers to Mendoza living in Paradise Row when he was writing ‘The Art of Boxing‘. In the 18th century, boxing was mainly a punching, grappling, gouging match between two fighters.

Mendoza advocated a more formal, scientific approach to boxing which he set out in his book ‘The Art of Boxing‘. In his preface to the book, Mendoza explains his approach and the reasons why boxing should have a more scientific method:

“After the many marks of encouragement bestowed on me by a generous public, I thought that I could not better evince my gratitude for such favours, than by disseminating to as wide an extent, and at as cheap a rate as possible, the knowledge of an ART; which though not perhaps the most elegant, is certainly the most useful species of defence. To render it not totally devoid of elegance has, however, been my present aim, and the ideas of coarseness and vulgarity which are naturally attached to the Science of Pugilism, will, I trust, be done away, by a candid perusal of the following pages.

Boxing is a national mode of combat, and as is peculiar to the inhabitants of this country; as Fencing is to the French; but the acquisition of the latter as an art, and the practice of it as an exercise, have generally been preferred in consequence of the objection which I have just stated as being applicable to the former.

The objection I hope, the present treatise will obviate, and I flatter myself that I have deprived Boxing of any appearance of brutality to the learner, and reduced it into so regular a system, as to render it equal to fencing, in point of neatness, activity, and grace.

The Science of Pugilism may, therefore, with great propriety, be acquired, even though the scholar should feel actuated by no desire of engaging in a contest, or defending himself from an insult.

Those who are unwilling to risque any derangement of features in a real boxing match, may, at least, venture to practice the Art from sportiveness and sparring is productive of health and spirits as it is both an exercise and an amusement.

The great object of my present publication has been to explain with perspicuity, the Science of Pugilism, and it has been my endeavour to offer no precepts which will not be brought to bear in practice, and it will give me peculiar satisfaction and pleasure to understand, that I have attained my first object, by having taught any man an easy regular system of so useful an Art as that of Boxing.”

Daniel Mendoza put his approach into practice throughout his career. He was highly successful and his name became very well known across the country. He made (and lost) a considerable sum of money.

His most famous fights were against Richard Humphreys, his former trainer and mentor. These fights were captured in a series of etchings (©Trustees of the British Museum), published very soon after the fights.

In the following we see the first fight held on the 9th January 1788 in Odiham in Hampshire

Mendoza lost the fight and the following etching “Foul Play” shows how Mendoza lost the fight through the actions of Tom Johnson, Humphreys second, who blocked a blow from Mendoza:

In perhaps an early version of the tension built up in advance of fights today, in the 18th century Mendoza and Humphreys traded insults and accusations at each other through a series of letters published in newspapers across the country.

In a letter written on the 16th January 1788 when Mendoza was living in London at No. 9, White Street, Houndsditch, Mendoza set forth three propositions for how the next fight should take place. He finishes the letter with:

“The acceptance or denial of Mr. Humphries to the third proposition, will impress the public with an additional opinion of his superior skill, or they must conclude that he is somewhat conscious of his inferiority in scientific knowledge. In imitation of the challenge of Mr. Humphries, I shall not distress him for an immediate reply, but leave him to consult his friends, and his own feelings, and send an answer at his leisure.”

Mendoza wrote a follow up letter on the 27th January 1788:

“To prevent the tedious necessity of a reference to the several letters which I have written, and which have appeared in your paper, I am induced to take my leave of the public, with the insertion once more of the conditions of my challenge to Mr. Humphreys, and I beg that the world will consider them as open to the acceptance of that gentleman, whenever he may think better of his boxing abilities.

The first condition is, that I will fight him for 250 guineas a side, the second, the victor to have the door, the third, the man who first closes to be the loser, fourth and last, the time of fighting to be in the October Newmarket meeting.

Mr. Humphreys would do well to insert this challenge in his private memorandum-book; and as a teacher of the art of boxing, it would not be amiss to have it penned, neatly framed, and hung up in his truly scientific academy.”

Letters continued and finally Humphries accepted the challenge, writing on the 31st July 1788:

“I have seen your letter, and accept your challenge. I am glad that you have at last found out your own mind. The terms shall be settled at a meeting which I will appoint by private letter to you.”

After the loss of the first fight, Mendoza won the next two fights. The following etching shows what looks to be the closing stages of the fight on the 6th May 1789 with Mendoza on the left and a collapsing Humphreys on the right.

After his boxing career declined in the 1790s, Mendoza pursued a number of other money making opportunities including landlord of the Admiral Nelson in Whitechapel, the occasional boxing match, running his own academy, and also what today would probably be classed as a ‘bouncer’ at the Covent Garden Theatre.

The theatre management were attempting to increase ticket prices, which resulted in riots and protests in the theatre.

“It is a notorious fact that the Managers of Covent-Garden Theatre have both yesterday and today furnished Daniel Mendoza, the fighting Jew, with a prodigious number of Pit Orders for Covent-Garden Theatre, which he has distributed to Dutch Sam, and such other of the pugilistic tribe as would attend and engage to assault every person who had the courage to express their disapprobation of the Managers’ attempt to rain down the new prices.”

In another newspaper report, Daniel Mendoza was reported as being at the head of “150 fighting Jews and hired Braizers, as Constables.” His actions supporting the theatre management did not help his popularity with Londoners as he was seen to be supporting the theatre management rather than the common theatre goer.

I can find very little information on Daniel Mendoza’s family. He appears to have had two sons and a daughter. One son also named Daniel (so presumably the eldest son) appears in a number of newspaper reports accused of robbery and also wounding a man with a penknife.

In another newspaper report, his married daughter along with another woman were reported as being assaulted by two cab drivers.

Daniel Mendoza died in September 1836. his lasting legacy were the changes to boxing through his approach to ‘scientific boxing’ which started the move of boxing towards a rules based sport.

The contest between Daniel Mendoza and Richard Humphreys was still being used as an example of sporting excellence many years later, as shown in this Guinness advert from 1960:

The view from Mendoza’s house on Paradise Row must look very different today, with the volume of traffic on the Cambridge Heath Road, but good to see this terrace of houses still standing.

To get to my next location, I walked along the Cambridge Heath Road, passing the V&A Museum of Childhood, then turned into Old Ford Road, opposite this mix of buildings, including the Dundee Arms pub:

Along Old Ford Road is the York Hall leisure centre, swimming pool and in a link with Daniel Mendoza once one of Europe’s most significant boxing venues:

To the right of York Hall was part of my next location:

Site 52 – 17th Century Nettleswell House With Adjoining Late 18th Century Terrace: Across Road, Early 18th Century Terrace

This is the early 18th century terrace, across the road from Nettleswell House on Old Ford Road:

To get a view of Nettleswell House I turned off Old Ford Road into Victoria Park Square. It was difficult to get a good view of the buildings as they are concealed behind a tall brick wall, however they look in fine condition.

Nettleswell House is a Grade II listed building. The listing states that the building is late 17th century with early 18th century alterations.

There must have been an earlier building on the same site, with the same name as the listing also records what is on the plaque, just visible on the house in the above photo “Netteswell House – AD1553 – Remodelled 1705 and 1862″

In my post on “New Deal For East London – Stepney Green” I found one of the buildings built by the East End Dwellings Company – Dunstan House on Stepney Green. Walking along Victoria Park Square I found another. Montford House was built by the company in 1901, two years after the Stepney Green building.

The name apparently is a reference to Simon de Montford and there are stories that he was blinded at the Battle of Evesham 1265 and became a beggar in Bethnal Green (the same story is sometimes given as the source of the name of the Blind Beggar pub).

In reality, Simon de Montfort was killed at the Battle of Evesham and was buried at Evesham Abbey, along with Henry, one of his sons. His other son, also called Simon did arrive in Evesham, but too late to help the cause of his father. He later escaped to France.

There are a good number of the buildings of the East London Dwellings Company remaining. One of my ever growing list of projects is to map and photograph all their buildings.

Further along Victoria Park Square, I found my next location:

Site 51 – 1700 Group Behind Gardens

Along one side of Victoria Park Square is a magnificent group of buildings, all in good repair, and as indicated by the Architects’ Journal title for these buildings, they all stand back from the street, separated by a good sized front garden.

Some include some rather ornate ironwork between street and garden:

The terrace:

There is some fascinating architecture along this one street, including what looks to have once been a private chapel built as a rather strange extension to the house behind:

Finding this terrace was the last of four locations in Bethnal Green. I then walked down to Stepney, so to complete the post, here are some of the buildings to be found on the route from Bethnal Green to Mile End Road, along Cambridge Heath Road.

This building is along Roman Road, alongside Bethnal Green Gardens.

The building is Swinburne House and it demonstrates the change during the early decades of the 20th century from housing built by philanthropic organisations such as the East End Dwellings Company to council built properties.

A stone on the front of the building records that the stone was laid on the 1st July 1922 to commemorate the erection of 166 dwellings by Bethnal Green Borough Council. The names of the housing committee are also recorded.

Along Cambridge Heath Road is this closed factory building, Moarain House:

I believe that this was the factory of umbrella manufacturers Solomon Schaverien. Many of their umbrellas include a label with the name Moarain on the inside of the umbrella.

I would not be surprised if the factory was replaced by an apartment building in the next few years.

Just after Moarain House, the railway from Liverpool Street Station crosses Cambridge Heath Road. All the railway arches along Malcolm Place have been closed off, and the typical businesses that normally occupy railway arches (car wash, car repair, tyres, light manufacturing etc.) have all moved out.

Network Rail are planning to redevelop these arches and the application for planning permission submitted to Tower Hamlets Council shows a row of arches with glazed brick for the piers, glass and stainless steel fascia – very different to the arches as they are now.

The proposed use of the arches are as a cafe, restaurant, drinking establishment, retail, light industrial and warehousing. No doubt increasing revenue for Network Rail, but another loss of the traditional use of railway arches by small businesses in East London.

After passing under the railway I was soon at Mile End Road for the locations in my previous post. It was good to see that all the sites listed in 1973 are still to be found in Bethnal Green, and in good condition.

I find these walks fascinating not just by seeing if the sites listed in the Architects’ Journal have survived, but also the chance finds along the way, and in this walk opening a window on the world of boxing in the late 18th century, another building by the East London Dwellings Company and the evolution from charity to council construction of homes.

I am now almost through all 85 sites listed in 1973, just a couple of groups of buildings to visit, in Greenwich and the area running north and west along the River Lea / Bow Creek. Hopefully these walks will not be as windy and cold as my walk through Bethnal Green.

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King Edward VII Memorial Park, Shadwell Fish Market, Explorers And Pubs

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When I started this post, it was going to be a brief mid-week post about a bowling green in the King Edward VII Memorial Park, Shadwell, East London, sandwiched between the River Thames and the very busy road that is now called The Highway. Instead, it has turned into a much longer post as I discovered more about the area, and what was here before.

One of my favourite walks is from the Isle of Dogs to central London. There are so many different routes, all through interesting and historic places. A couple of routes are along the Thames path, or along the Highway. Both routes take you past the King Edward VII Memorial Park and it was here that I found a scene, more expected within a leafy suburb than in Shadwell.

Last November I walked through the park and found the rather impressive bowling green. I am not sure if it is still in use, the grass, although still very flat and green, does not look perfect.

The pavilion at the far end:

It appears to be used as a store room:

The site was used by the Shadwell Bowls Club. The last reference I can find to the club is in the Tower Hamlets King Edward Memorial Park Management Plan January 2008, when the club was listed as active. In the 2016 Masterplan for the park, the site of the bowling green is shown as tennis courts, so the green may not be here for much longer.

Looking back over the green, with the well-kept hedge running around the edge and the wooden boarding around the side of the green, it is not hard to imagine a game of bowls in this most unlikely of places:

The following map shows the location of the King Edward VII Memorial Park. Just to the north east of the Shadwell Basin and between the Highway and the River Thames. The map shows a road crossing the park, however this is the Rotherhithe Tunnel, so instead of running across the surface of the park, it is some 50 feet below.

After the death of King Edward VII in May 1910, a memorial committee was formed to identify suitable memorials to the king. One of the proposals put forward was the creation of a public park in east London, on land partly owned by the City Corporation.

Terms were agreed for the transfer of the land to the council, funding was put in place and on the 23rd December 1911, the East London Observer recorded that the plan for the King Edward VII Memorial Park was approved by the City Corporation, the London County Council and the Memorial Committee, and that “unless anything unforeseen occurs, it will become an accomplished fact in a very short time”.

Unfortunately, there was an unforeseen event, the First War which delayed completion of the park until 1922 when it was finally opened by King George V on the 26th June.

The park is a good example of Edwardian design. A terrace runs the full length of the park along the Highway. In the centre of the terrace is a monument to King Edward VII, with steps leading down to the large open area which runs down to the river walkway.

There were clear benefits of the park to the residents of east London at the time of planning. It would provide the only large area of public riverside access between Tower Bridge and the Isle of Dogs and it was the only public park in Stepney.

Over the years, the park has included glasshouses, a bandstand and children’s playground.

The following photo shows the pathway through the centre of the park from the river up to the monument on the terrace. There was a bronze medallion depicting King Edward VII on the centre of the monument, however this was apparently stolen some years ago.

On the wall at the rear of the monument, between the terrace and the Highway is the following plaque:

It reads:

“The King Edward, Memorial London Committee, of which Colonel the Right Honourable Sir Vezey Strong KCVO, Lord Mayor 1910 – 1911 was chairman acquired the freehold of this site for the purpose of a public park out of funds voluntarily subscribed. The Corporation of the City of London who were the owners generously cooperated with the subscribers in thus perpetuating the memory of King Edward VII”

The view along the terrace to the east:

The view along the terrace to the west. The church steeple is that of St. Paul’s Shadwell.

The view down from behind the monument towards the river. When the park was opened, the view of the river was open. It must have been a fantastic place to watch the shipping on the river.

At the river end of the central walkway is one of the four shafts down to the Rotherhithe tunnel. Originally this provided pedestrian access to the tunnel as well as ventilation, so it was possible to walk along the river, down the shaft and under the Thames and emerge on the opposite side of the river.

There is some lovely London County Council design detail in the building surrounding the shaft. The open windows have metal grills and within the centre of each grill are the letters LCC.

It was possible to walk along the river without entering the park, however this is one of the construction sites for the Thames Tideway project to build a new sewer and provide the capacity to take the overflow which currently runs into the Thames. The site at the King Edward VII Memorial Park will be used to intercept the existing local combined sewer overflow, and when complete will provide an extension to the park out into the river, which will cover the construction site.

There are many accounts of the popularity of the park after it opened. Newspaper reports call the park a “green lung” in east London and during the summer the park was full with children of all ages.

During the hot August of 1933, access to the river from the park was very popular:

The following photo dated 1946 from Britain from Above shows the park at lower left. Note the round access shaft to the Rotherhithe tunnel. In the photo the shaft has no roof. The original glass roof was removed in the 1930s to improve ventilation. The current roof was installed in 2007.

The King Edward VII Memorial Park is interesting enough, however I wanted to find out more about the site before the park was built.

The 1895 Ordnance Survey map provides a detailed view of the site, and I have marked the boundaries of the park by the red lines to show exactly the area covered.

There were some fascinating features. In the lower right section of the park, was the Shadwell Fish Market – I will come onto this location later in the post along with the adjacent refrigeration works.

Above the fish market is Garth Street. The public house (PH) shown in Garth Street was the King of Prussia. I cannot find too much about the pub apart from the usual newspaper reports of auctions and inquests being held at the pub, however there were a number of reports of a disastrous fire which destroyed the pub on the 14th November 1890. Two small children, Agnes Pass aged seven and Elizabeth Pass aged two died in the fire which started in the bar and spread rapidly through the pub. The location of the pub today is just in front of the eastern terrace, about half way along.

Interesting that in the map, there are urinals shown directly in front of the pub – a very convenient location.

To the left of centre of the park can be found a large building identified as an Oil Works. The left hand part of this building is covering part of the bowling green.

One of the streets in the lower right is called Labour In Vain Street, an interesting street name which could also be found in a couple of other London locations.

In 1895 the Rotherhithe Tunnel had not yet been built (it was constructed between the years 1904 and 1908), so the access shaft does not feature in the map. It would be built over the riverside half of the Kent and Essex Wharf building.

The main feature in the map is the Shadwell Fish Market. This was a short-lived alternative to Billingsgate Fish Market.

In the 19th century there were a number of proposals to relocate Billingsgate Fish Market. It had a relatively short frontage to the river and was located in a very crowded part of London with limited space to expand.

Shadwell was put forward as an alternative location. In September 1868, the Tower Hamlets and East End Local Advertiser reported on the petition put forward by the Board of Works for the Limehouse District to campaign for the Shadwell Fish Market. The petition put forward a number of reasons why Shadwell was the right place to relocate Billingsgate:

That it is the nearest site to the city of London, abutting upon the river for the purposes of a fish market;
That an area of land upwards of seven acres in extent could be obtained upon very reasonable terms;
That by means of a short branch of railway to be constructed, communications can be made with every railway from London north and south of the Thames.
That by means of the Commercial-road and Back-road (recently renamed Cable-street) and other thoroughfares, convenient approaches exist to the proposed site of the market from all parts of London;
That in consequence of the bend in the river at Shadwell, which forms a bay, ample accommodation exists for the mooring of vessels engaged in the fishing trade, without interfering with the navigation of the river;
That easy communication can be made with the south side of the Thames by means of a steam ferry, which would also be available for ordinary traffic, and which to a large extent would prevent the overcrowding of the traffic in the City, especially over London-bridge;
That there is no other site on the River Thames which presents so many advantages as that proposed at Shadwell;
That the establishment of a fish market at Shadwell would be a great boon to the whole of the East-end of London;
That should Billingsgate-market be removed, the fish salesmen are in favour of the market being established at Shadwell.

A very compelling case, however there were a number of vested interests in the continuation of the fish market at Billingsgate and no progress was made with approval for a fish market at Shadwell.

However the issue never went away, and in 1884 a company was formed to “give effect to the London Riverside Fish Market Act of 1882”. The company had “on its Board of Directors, three of the best known and most popular men in the East of London – men who taken a considerable interest in the welfare of the people of the district, and have embarked in this enterprise, feeling assured not only of its value to the public, but with confidence that it will prove a commercial success.”

The Directors of the company were Mr. E.R. Cook, Mr. Spencer Charrington, Mr. T.H. Bryant, Mr. E. Hart and Mr. Robert Hewett.

Robert Hewett was a member of the Hewett family who owned the Short Blue Fishing Fleet and was keen to leave Billingsgate due to the lack of space. He would transfer his fleet of ships from Billingsgate to Shadwell.

Work progressed on the construction of the market and at a ceremony to mark the pile driving, the local MP, Mr Samuel Morley, “confidently communicated to the assembled company the burning desire of the Home Secretary to find remunerative labour for the unemployed in East London. Mr Morley is now in a position to inform that the fish market at Shadwell will afford employment to many working men”.

Shares in the fish market company were advertised in the East London Local Advertiser and “those of the East London public who have not yet practically interested themselves in a scheme which promises so well, the opportunity once more offers itself. Applications for shares should, however, be made without delay.”

The new market opened at the end of 1885 and whilst it appeared to start well, the challenges of attracting business from Billigsgate were already very apparent. The London Daily News reported on the 1st March 1886:

“The new fish market at Shadwell has been going now for about three months, and the fact that a hundred tons of fish can be readily disposed of here every morning indicates pretty satisfactorily that already buyers have begun to find out that the market has at least some advantages over Billingsgate. As regards the supply of this new market, so far as it goes it cannot very well be better. Messrs. Hewett and Co., who are at present practically the only smack owners having to do with it, have 150 vessels out in the North Sea, and a service of steamers plying to and fro between the fleet and the market.”

Interesting how fish were brought in from the north sea fishing boats by a fleet of steamers – a rather efficient method for bringing fish quickly ashore and keeping the fishing boats fishing.

The article indicates the problem that would result in the eventual failure of the Shadwell Fish Market, It was only the Hewett Company that relocated from Billingsgate. None of the other traders could be convinced to move, and there was an extension of the Billingsgate Market which addressed many of the issues with lack of space.

The market continued in business, but Billingsgate continued as the main fish market for London. The Shadwell market was sold to the City of London Corporation in 1904, and in less than a decade later the market closed in preparation for the construction of the King Edward VII Memorial Park.

In total the Shadwell Fish Market had lasted for less than twenty years.

The building adjacent to the fish market was the Linde British Refrigeration Works. A company formed to use the refrigeration technology developed by the German academic Carl von Linde. The Shadwell works were capable of producing 150 tons of ice a day.

Before taking a look at the area just before demolition ready for the new park, we can look back a bit earlier to Rocque’s map of 1746.

The road labelled Upper Shadwell is the Highway. Just below the two LLs of Shadwell can be seen Dean Street, this was the original Garth Street. Shadwell Dock Stairs can be seen under the W of Lower Shadwell and to the right is Coal Stairs which was lost with the development of the fish market.

To the right of Coal Stairs is Lower Stone Stairs. By 1895 these had changed name to Bell Wharf Stairs.

The map illustrates how in 1746 the area between the Highway and the river was already densely populated.

To see if there are any photos of the area, I check on the London Metropolitan Archives, Collage site and found a number of photos of the streets prior to, and during demolition. These are shown below and I have marked the location from where the photos were taken on the 1895 map.

Site 1: Looking up towards the High Street (the Highway) along Broad Bridge. The building on the left is the Oil Works and residential houses are on the right. Note the steps leading up to the High Street, confirming that the high difference between the Highway and the main body of the park has always been a feature of the area, and is visible today with the terrace and steps leading down to the main body of the park.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01_381_A361.

Site 2: This photo was taken to the south of Leading Street and is looking across to the steps leading up to Glamis Road, a road that is still there today. The church of St. Paul’s Shadwell is in the background.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01_392_82_1222

Site 3: This photo was taken from the High Street (Highway) hence the height difference. It is looking down towards the river with the shaft of the Rotherhithe Tunnel one of the few remaining buildings – and the only building still to be found in the area. The remains of the metal framework of the fish market sheds can be seen to the left of the access shaft.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01_392_A713

Site 4: This photo was taken in the street Middle Shadwell (the buildings being already demolished) looking down towards a terrace of houses remaining on Pope’s Hill. the buildings in the background are Number 56 and 57 Warehouse of the Shadwell New Basin on the opposite side of Glamis Road.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01_396_A495

Site 5: This photo is taken looking up Bell Wharf Stairs from the Thames foreshore. The sheds of the Shadwell Fish Market are on the left. The building on the right is the remains of the pub the Coal Meters Arms.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_02_0638_A363

A possible source for the name Coal Meters Arms may be found in the following strange story from John Bull dated the 3rd April 1843:

“Jeremiah John Kelly, the man who entered the lobby of the House of Commons on Friday evening, in a half-mad, half-drunken state, and who was taken into custody by the police, with a carving-knife in his possession, is a person of wayward character and habits., who has given much trouble to the Thames Police Magistrates, and there can be little doubt that he intended to commit an assault on Lord J. Russell, and perpetuate an outrage on that Nobleman. Kelly has made no secret of his intention of attacking Lord John Russell for some time past, and fancies he has some claims on his Lordship for services performed during the last election for the city of London. A few years since Kelly was in business as a licensed victualler, and kept the Coal Meters Arms , in Lower Shadwell, where he also carried on the business of a coal merchant, and an agent for the delivery of colliers in the Pool.”

So perhaps an element of Kelly’s trade was used for the name of the pub.

Site 6: Is at the top of Pope’s Hill where it meets the Highway and is looking back at the remaining terrace houses on the southern side of Middle Shadwell.

Image credit: London Metropolitan Archives, City of London: catalogue ref: SC_PHL_01_393_A364

There is one final story to be found in the King Edward VII Memorial Park. Next to the Rotherhithe Tunnel entrance shaft is the following plaque:

The plaque was put in place in the year that the park was opened, and records among others, Sir Hugh Willoughby, a 16th century adventurer and explorer. He died in 1554 whilst trying to find a route around the north of Norway to trade with Russia.

The title page to The English Pilot published in 1671 includes a picture of Willoughby in the top panel of the page, standing to the right of centre.

The lower half of the page shows the Pool of London, the original London Bridge and St. Paul’s Cathedral. Below this are two figures pouring water into the river, one representing the Thames and the other representing the Medway.

This title page fascinates me. It highlights the connections between London, the River Thames, shipping, navigation and the high seas – a connection that is not so relevant to London today, but was so key in the development of London over the centuries.

And on the subject of connections, this post demonstrates why I love exploring London, in that one small area can have the most fascinating connections with the past and how London has developed over the centuries, and it all started with finding a bowling green in Shadwell.

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London Docklands – A 1976 Strategic Plan

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There have been numerous studies over the years looking into how London should develop and that detail a vision and proposals for the future that are frequently very different to the past. Many of these proposals get no further than the written page, however it is fascinating to see how London could have developed into a very different city if some of these proposals had been implemented.

In the early 1970s, East London and the London Docklands were suffering from the closure of the docks, loss of industry and employment and the gradual exodus of people. The area had also never fully recovered from the significant damage of wartime bombing.

My posts on the 1973 Architects Journal issue covering East London have explored some of the original issues, and these can also be found in a strategic plan published in 1976 by the Docklands Joint Committee.

I found the 1976 publication documenting the strategic plan in a second-hand bookshop, having been originally from the Planning Resources Centre of Oxford Brookes University.

The front cover provides an indication of the type of change proposed for the London Docklands, from derelict docks and industrial buildings to housing and schools more likely to be found in the suburbs, rather than East London.

The 1970s were a decade of confusion in the development of the London Docklands.

Dock closure had started in 1967 and continued through to 1970 with the closure of the East India, St. Katherine’s, Surrey and London Docks. Although the West India and Millwall Docks would not close until the end of the decade, the future of these historic docks was clear due to their inability to support the rapidly increasing containerisation of goods passing through the docks. Development of docks at Tilbury, Southampton and Felixstowe were the future.

The area covered by the docks, the industries clustered around the docks, and the housing of those who lived and worked in East London was significant, running from Tower Bridge to Beckton where the River Roding entered the Thames.

The Conservative Secretary of State, Peter Walker was clear in his views that the task of development was outside the scope of local government, and as a result a firm of consultants, Travers Morgan were hired to investigate the possibilities for a comprehensive redevelopment of the area.

The proposals put forward by Travers Morgan in their 1973 report proposed a number of possible development scenarios which included office development, housing and even a water park, however their proposals had minimal input from those who still lived and worked in the London Docklands. The Travers Morgan report was opposed by the Trades Unions and local Labour authorities and the Joint Docklands Action Group was setup to coordinate opposition.

Labour took control of the Greater London Council (GLC) in 1973, and in the 1974 General Election, Labour formed a minority government. The Travers Morgan proposals were abandoned.

The Secretary of State for the Environment established the Docklands Joint Committee in January 1974. The objectives of the committee are summarised in the opening paragraph of their report:

“The overall objective of the strategy is: To use the opportunity provided by large areas of London’s Dockland becoming available for development to redress the housing, social, environmental, employment/economic and communications deficiencies of the Docklands area and the parent boroughs and thereby to provide the freedom for similar improvements throughout East and Inner London.”

The committee was comprised of representatives from the GLC and the London boroughs both north and south of the river that came within the overall boundaries of the docks (Newham, Tower Hamlets, Southwark, Greenwich and Lewisham). The Government also appointed representatives to the committee and community organisations were represented through the Docklands Forum who had two members on the committee.

The proposals produced by the Docklands Joint Committee were very different to those of the earlier Travers Morgan study. Travers Morgan had identified a future need for office space, along with housing and retail, however the proposals of the Docklands Joint Committee focused on what the existing inhabitants required and how their skills could best be used and therefore developed a future based on manufacturing and industry.

Another difference to the earlier Travis Morgan study was in the way that the Docklands Joint Committee aimed to involve and consult the local population of the docklands. Public meetings were arranged, a mobile exhibition of the proposals toured the area, and in the words of the preface to the proposals “every effort will be made to ensure that everyone affected has the chance to know what is being proposed, and why, and to make his or her views known.”

The Strategic Plan as a draft for public consultation was published in March 1976 with a request that comments should be sent by the 30th June 1976.

The plan was very comprehensive including the routing of roads, public transport, industry and housing. Four maps within the plan provided a summary of the Docklands Joint Committee’s recommendations for how land use across the docklands would transform over the coming years.

Docklands Development Phase 1 – Up To 1982

The first phase of docklands development would start to expand established district centres and new housing would be built in Wapping, around the Surrey Docks/Deptford area (expanding the existing Redriff estate) and new housing in the south-east quarter of the Isle of Dogs.

The development of large industrial zones would commence, centred on the Greenwich Peninsula and along the river to Woolwich, the areas around the River Lea and Beckton.

The targets of the district centres were:

Wapping could have about 20,000 sq.ft of shopping, centred round a supermarket, together with a health centre, although this might be in temporary accommodation;
On the Isle of Dogs the southern centre could have a shopping centre of about 60,000 sq.ft together with a health centre;
Surrey Docks could also have roughly 60,000 sq.ft of shopping, centred around a large supermarket together with a health centre;
The East Beckton centre could be the furthest developed, with around 60,000 sq.ft of shopping, a secondary school. health centre, and community centre

For transport, short-term improvements would be made to the North Woolwich and East London line along with improvements to bus services and existing roads.

Docklands Development Phase 2 – Up To 1986

The second phase of docklands development continues the work of the first phase with expansion of housing in Wapping and the Isle of Dogs, with substantial new housing in Beckton. The plan proposed that by the end of phase 2 development across the Surrey Docks would be complete.

The plan was rather vague on new transport projects, however by the end of phase 2, the intention that a new underground line from Fenchurch Street Station would have been extended to Custom House. The strategy document described this new underground line as:

“New tube line (River line) – The Docklands Joint Committee have endorsed the proposed route from Fenchurch Street to Custom House but there are two alternative routes from Custom House to Thamesmead, shown dotted, which are to be further examined.”

In the map below, the River line is shown as a line of wide and narrow dashes out to just north of the Royal Victoria Dock. Other diagrams in the report show the two options for extending the route on to Thamesmead, one via Beckton and the other option via Woolwich Arsenal.

Docklands Development Phase 3 – Up To 1990

Phase 3 up to 1990 is where the major changes were implemented and would have resulted in a very different docklands to the area we see today.

Phase 3 included the filling in of the majority of the old docks, with the exception of the Royal Albert and King George V docks. The report does acknowledge that the ability to make these changes is very dependent on the future operations of the Port of London Authority on the Isle of Dogs and the Victoria Dock in Newham. This highlighted one of the key challenges for the Docklands Joint Committee in that they did not own any of the land across the docklands so the implementation of their proposals would be very dependent on large owners such as the Port of London Authority and the availability of significant funding.

Phase 3 aimed to address the lack of open space available to the residents of the Isle of Dogs and Poplar. In the north of the Isle of Dogs there is a new large area of green which the plan proposed as:

“The open space area not only provides space for playing fields for a secondary school associated with the district centre, but will also help relieve the deficiency of playing fields and open space in Poplar.”

Phase 3 would see the work in Beckton complete with new housing east of the district centre. In Silvertown and North Woolwich the release of land around the Victoria Dock would allow the extension of the Poplar and Silvertown industrial zones to the east.

For transport, phase 3 identified the possible route of a new road, the southern relief route (shown by the line of circles in the diagram below). The route shown would have involved two river crossings, complication by the need for opening bridges. The benefit of the route across the Isle of Dogs was, although dependent on the future of the Millwall Dock, it would pass mostly through vacant land. A disadvantage of the route was identified as the significant additional traffic the new road would feed into Tooley Street and the resulting addition to the congestion on the approach to Tower Bridge.

Docklands Development Phase 4 – Up To 1997

Phase 4 completed the development across the docklands, however still with options for train and road routes.

In the Isle of Dogs, there would be further additional housing, however the main feature is continuous open space from the north, through the centre of the peninsula, to link up with Mudchute in the south.

In the Silvertown and North Woolwich area, there would be additional housing and open space to occupy the area once covered by the Royal Victoria Dock.

The map shows the route reserved for the proposed road, and the two options for extension of the proposed River line on to Thamesmead.

The map for phase 4 shows how different the docklands would have been if the proposals of the Docklands Joint Committee had been implemented.

By completion, the allocation of the 5,500 acres within the Docklands area would have been:

1,600 acres for industry
1,600 for housing
600 acres of public open space and playing fields
600 acres for community services and transport

The remaining 1,100 acres was assumed to be still held by the Port of London Authority (the Royal Albert and King George Docks), the Gas Corporation at Greenwich and Beckton and the Thames Water Authority, also at Beckton.

Although the report documented the considerable redevelopment of the whole Docklands area, the report also identified as a priority the need to retain many of the older buildings that could still be found across the area.

An appendix of the report listed 101 buildings that were a priority for retention. An extract from the appendix is shown below with one of the maps, and following a list of the buildings in the Poplar and Isle of Dogs area.

The number in the third column is the floor space, not a financial value.

The need in the report to list buildings that should be retained is similar to the 1973 Architects’ Journal on East London which also listed buildings across East London that were at risk. There was considerable concern that wholesale development of such a large area of land would include the destruction of many of the historic buildings that could be found across East London. Many of these had lost their original function which placed them at further risk.

Following publication, a number of problems were quickly identified with the proposals.

The emphasis on industrial and manufacturing space rather than office space did not align with the wider environment across the country with the gradual decline in manufacturing and the potential growth in financial services and wider service industries that was taking hold in London.

The Docklands Joint Committee had no real powers and no direct access to finance for the purchase of land and the implementation of the proposals. This was further complicated by the lack of local authority finance due to the economic conditions of the mid to late 1970s.

The Docklands Joint Committee was also intended to coordinate the response of the individual local authorities that covered the docklands, however all too often these local authorities acted in their own interest. Examples being the work of Tower Hamlets to relocate Billingsgate Market and to bring the News International print works to Wapping in the early 1980s.

The Docklands Joint Committee did try to bring in private finance late in the process, however this was opposed by some of the local action groups who did not agree to the use of private finance in the development of the area.

In the meantime, the people of the Docklands were getting more and more frustrated with the lack of action, endless studies and consultations, but no significant development. Jobs and people continued to leave the Docklands. When the Docklands Joint Committee report was published in 1976 the population of the Docklands was round 55,000 and by 1981 this had reduced to 39,000.

The House of Commons expenditure committee examined the work of the Docklands Joint Committee in 1979 and came to the conclusion that since the committee had been formed, very little had been done.

As well as coming in front of the House of Commons Expenditure Committee, 1979 was also the year of another event that would seal the fate of both the Docklands Joint Committee and their proposals when a Conservative Government was elected.

Michael Heseltine as the Secretary of State for the Environment created Urban Development Corporations, one of which would focus on the London Docklands as the London Docklands Development Corporation.

The objective of an Urban Development Corporation was stated in the Local Government, Planning and Land Act:

“Shall be to secure the regeneration of its area by bringing land and buildings into effective use, encouraging the development of existing and new industry and commerce, creating an attractive environment and ensuring that housing and social facilities are available to encourage people to live and work in the area.”

The Conservative ideology was also that private rather than public money would fund and drive much of the development of the Docklands.

Financial deregulation would also drive the demand for a new type of office space consisting of large open floor trading areas with the space to install the complex IT systems and their associated cabling that was a challenge in the more traditional buildings of the City of London.

The Docklands would change beyond recognition over the following years. The London Docklands Development Corporation published a glossy summary of their work in 1995 titled “London Docklands Today”. To emphasise the degree of change, the publication included a few before and after photos, including these of Nelson Dry Dock, Rotherhithe:

And these of the West India Docks in 1982 and 1993:

The Docklands area today continues to develop. The Isle of Dogs seems to be a continual building site, however it could have all been very different if the proposals of the Docklands Joint Committee were not now just an interesting footnote in the development of London.

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A London Inheritance

A Private History of a Public City

Category Archives: London History

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London Docklands – A 1976 Strategic Plan

Docklands Development Phase 1 – Up To 1982

Docklands Development Phase 2 – Up To 1986

Docklands Development Phase 3 – Up To 1990

Docklands Development Phase 4 – Up To 1997

The Roman Wall in a Car Park

A Pottery Kiln in Kensington

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Site 29 – Bromley Hall

Site 56 – Early 19th Century All Saints, Poplar, With Contemporary Rectory And Terraces

Site 28 – Early 19th Century Dockmaster’s House, Now Empty

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Site 49 – Soane’s St. John’s Bethnal Green

Site 50 – Early 19th Century Terrace

Site 52 – 17th Century Nettleswell House With Adjoining Late 18th Century Terrace: Across Road, Early 18th Century Terrace

Site 51 – 1700 Group Behind Gardens

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Docklands Development Phase 1 – Up To 1982

Docklands Development Phase 2 – Up To 1986

Docklands Development Phase 3 – Up To 1990

Docklands Development Phase 4 – Up To 1997

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