The Not-So-Quick Brown Fox
I went to Sainsbury’s in the Essex Road this morning and on the zebra crossing, close to where my mate, Sid, used to live was a dead fox. He was rather a small and mangy individual and had probably been hit by a vehicle.
I’ve seen a couple in my road, but at least they keep quiet at night and I haven’t smelled one yet. Once smelled, you never forget the pungent odour.
Eclipse of the Sun
Tomorrow’s partial eclipse of the sun could be one of the most spectacular seen from the UK for some time, as the sun will rise partially obscured by the moon at around 8:00 in London.
You will need to be able to have good view to the south east, so I’ll be going to either Primrose Hill or Hampstead Heath depending on the weather.
Amazing People
There have been some amazing stories in the papers about the aftermath of the Lonon bombings, but surely there is none to compare with that of the Hyman family, who have setup the Miriam Hyman Memorial Trust in memory of Miriam, who died on the number 30 bus in Tavistock Square.
This is the statement on the front of the Trust’s website.
Miriam was one of the fifty-two people killed in the London bombings of 7/7/05. Her family and friends set up the Miriam Hyman Memorial Trust in May 2008 and equipped the Miriam Hyman Children’s Eye Care Centre within the L V Prasad Eye Institute in Bhubaneswar, Orissa, India. This is a living memorial; a place of hope, healing and rehabilitation for children who need eye care services, irrespective of the ability to pay.
The suffering that follows violent terrorism is intense, extensive, avoidable and cannot be justified in any circumstances. In addition to its work in India, the Miriam Hyman Memorial Trust is seeking to address this by promoting social cohesion and good citizenship primarily, but not exclusively, through schools.
Let’s hope they succeed in their aims.
Tired Euston
Euston has hardly changed since it was rebuilt in the 1960s. The black marble inside the station has always made it a bit of a black hole and I’ll admit it used to be worse as you walked down the ramps to the trains. They seemed to have brightened up this area with perhaps just a few more lights and some new paint.
But it is in the Underground and the connections to it, that it is really lacking; from the inadequate escalators from the station and the rather dull tunnels connecting you to the Northern and Victoria lines. Compared to later stations like Liverpool Street, it is all very poor. It will look even more so, once King’s Cross and St. Pancras are finished.
Euston also needs to be properly connected to the Metropolitan and Circle lines, which run just in front of the station, by some form of proper people mover.
Perhaps in the future, all the Marylebone/Euston Road stations could be properly linked, so that passengers arriving at Marylebone and Euston could be quickly whisked to St.Pancras and King’s Cross for Paris, Brussels and the North East.
I think, I would ban cars and lorries from the route, put a travelator down each side, with trams and gardens in the middle and cafes and restaurants along the side.
New Year in the South
Last night, I went to a New Year’s party in South London. Because of the various transport options and the fact that I can’t drive, I decided to take two buses; a 21 to Lewisham and then a 75 onwards towards Croydon. If it hadn’t been New Year, but say a Sunday lunch, I’d have taken the East London Line and walked to and from the stations at both ends. But in a way, I wanted to prove that someone who has had a stroke can cope with the same problems everybody else has to deal with.
So how did I cope?
The outward run was pretty easy, as I’d done most of the journey on the 21 before. I had thought of taking the East London Line, but I wanted to be sure of the interchange for the return. I did have to wait about fifteen minutes for the 75 at Lewisham and the wait would have been improved if the bus stop had had a proper display announcing the arrival of the buses. I also got off at the wrong stop and had to walk back, but that was my mistake.
Coming home was slightly more difficult and this was mainly due to having to take the N47 to London Bridge from Lewisham rather than my intended 21. But as there was no information of any sort at Lewisham, I felt that keeping going was a better option than waiting. From London Bridge, northbound buses were thin on the ground and everything was rather crowded, so in the end I got a 43 to just past the Angel and walked home. It wasn’t the best option, but I quite like walking cities at night and always have. The trip didn’t appear to be too dangerous, with the biggest obvious danger seeming to come from police cars rushing up and down everywhere and some fairly frightening characters on the bus. But no-one bothered me in the least way at all.
So would I do the trip again on a New Year’s Eve? A lot depends if I get invited to a party again.
But I wouldn’t chose to stay as late again and would probably prefer a train or tube back most of the way.
On the other hand, why miss a good party!
So thanks to all who entertained me last night.
The Wife Market
When I say that there used to be a wife-market in Smithfield, I’m generally not believed. But here’s the proof.
Smithfield Market
If you look at the enlarged picture you’ll see the details of the wife-market.
A Gluten-Free Lunch in Beautiful Surroundings
I had perhaps intended to have lunch in Carluccio’s in Smithfield, but on the way I walked behind St. Paul’s to take a photograph of the Temple Bar.
Temple Bar
Instead of passing through, as I intended, I spotted a sign saying restaurant and pointing to the crypt of the cathedral.
So I explored and found a restaurant with a full coeliac, not just gluten-free menu. It was more than I needed, so I approached the adjoining cafe and asked if the soup was gluten-free. The waitress said she was a coeliac too and said she’d check and also get me some gluten-free bread if I would like some. In the end I had some excellent parsnip soup and one of Fentiman‘s exotic soft drinks for about eight pounds.
So now, I can add a hole-filler to my walking routes around London.
London’s Forgotten Cathedral
Southwark is the third Anglican cathedral in central London and the least visited.
Southwark Cathedral with the Shard Behind
But to me, it will always have a strong place in my heart, as it is where the memorial service was held for C and all the others, including that great humanitarian Chad Varah who gave their bodies to medical science in 2007. The service was non-denominational and very moving.
Forgotten and ignored it may be to many but not to me and my family.
The Second Great Fire of London
Today is the seventieth anniversary of the night when the Luftwaffe made some of their heaviest raids of the Blitz and almost destroyed St. Pauls. The survival of the cathedral is immortalised in one of the greatest photographs ever taken.
St. Pauls in the Blitz
Today I went to B & Q at Peckham and stopped off at the monument to the Great Fire in 1666.
The Monument
There isn’t really a monument to the second fire, except perhaps for Wren’s magnificent cathedral, which replaced the medieval one after the Great Fire.
But there is a memorial to the firemen who died in the Second World War and whose heroic efforts probably saved the cathedral.
The Fire Brigade Memorial, St. Paul's
The Golden Age of Tunneling
London is one of the most dug under cities in the world and has been for many years.
The first large tunnels under London were Sir Joseph Bazalgette‘s Victorian sewers, built in response to the Great Stink. In some ways it was a large and very expensive scheme, but it started the clean-up of the Thames and effectively removed cholera from the City. It was in some ways the first great project, as it did what it said in the spec, vast numbers of people weren’t killed builling it and lots of it still works today. It is all documented in an excellent book; The Great Stink of London: Sir Joseph Bazalgette and the Cleansing of the Victorian Metropolis
Then came the Underground described so well in the Christian Wolmar’s book; The Subterranean Railway: How the London Underground Was Built and How it Changed the City Forever
Since the Second World War, we have seen a few tunneling projects and the reuse of some of the old ones.
The Victoria Line, the world’s first totally automated passenger railway was built in the 1960s. We missed a trick here, as we never realised what we had built. So the automation was vacuum tube, but for well over thirty years it showed how a well-designed underground railway could perform. It is now being upgraded with new signalling and new trains and the old reliability is rumoured to be suffering. Everybody is blaming the convenient scapegoat of the old 1967 trains running in partnership with the new ones, until all the new are delivered. I don’t! I blame bad project design and management. In the 1960s they got the automation absolutely correct and created a good system. They should have replaced all the old stuff with something that was modern and compatible and then built new trains, that were compatible with the old signalling.
They should also have used the principles of the line; no junctions, totally underground, hump-backed stations to save energy, full automation to create new lines where they were needed. But they didn’t, as the Victoria Line wasn’t sexy and didn’t appeal to the vanity of politicians. But it was and still is a superb design.
The Jubilee Line was then created by splitting the Bakerloo. The extension to Stratford was built on a grand scale and has some of the most amazing stations in the world. Was it the first example of bad co-operation between bankers and politicians, designed to appeal to both their vanities? It was also designed to serve that other monument to the vanity of politicians; the Dome.
In some ways a lot of the design of the extension of the Jubilee line, with large stations and platform edge doors were an attempt to future proof the line and in some ways, this has been vindicated by the decision to stage the 2012 Olympics at Stratford and the decision to build other lines which interchange with it. Only time will tell if the original cost was worth it.
In some ways the design of the Jubilee shows just how good the design of the Victoria was and the trick we missed was not building the Jubilee to the principles of the earlier line. Even now, despite being still a relatively new line, it is still being constantly upgraded.
There was also the building of High Speed One, which tunneled into St. Pancras from East London. Did they get this right? Substantially yes and it seems to work, although the Eurostar trains have suffered reliability problems. But that’s not down to the tunnels.
Other unqualified successes are the Docklands Light Railway extensions to Lewisham and Woolwich in tunnels under the Thames. The original DLR was built down to a cost, but in some ways this has proven to be a virtue, as like Topsy it keeps growing and has earned a big place in the hearts of those who use it. It will also play a big part in getting people to the Olympics.
But two of London’s most successful tunneling projects are reuse of old tunnels; Thameslink and the East London Line.
Thameslink was originally built by connecting the suburban lines running out of St. Pancras to those running south of London to Gatwick and Brighton using the old Snow Hill Tunnel. The economic argument says that as you do away with expensive terminal platforms in London, you can spend the money to buy more trains and electrify the lines. Thameslink was a victim of it’s own success and the necessary upgrades with a new station over the river at Blackfriars and twelve-coach trains are running many years late and billions of pounds over budget. Perhaps we needed a less elaborate Julibee Line, that interfaced properly with Thameslink?
The new East London Line uses the Thames Tunnel under the Thames. In some ways, it is a modest scheme, but I believe that like the DLR, it’ll prove to be an unqualified success. It surely must be the only new railway in the world running through a tunnel built in the first half of the nineteenth century. The tunnel surely is the supreme monument to its creator, Sir Marc Brunel and his more famous son, Isambard Kingdom Brunel, who was engineer in charge for much of the building.
Now, two major tunneling projects are in progress; CrossRail, which is actually being built and High Speed Two, which is just being planned. I am dubious about the latter, as I think that the money could be better spent upgrading existing lines and trains.
But in some ways to London, the most important scheme is the creation of electrical cable tunnels under the city to carry the high voltage mains here, there and everywhere. This PDF explains the project and shows how good thinking and engineering can benefit everyone.
So perhaps the golden age of tunneling will arrive in the next few years.
The Anonymous Widower 