The Strand Entrance to Underground London
The Strand Entrance to Underground London Michail Polyzos 16131612 Tutor: Peter Guillery Word-count: 3291 Bartlett School of Architecture, UCL MA Architecture and Historic Urban Environments BENVGH3 Surveying and Recording of Cities Autumn semester 9th January 2017
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Introduction There are approximately fifty disused tube stations scattered around the modern Greater London. These stations could be come across to the most popular and well-known places, but also to well-hidden corners and streets, intact like time-capsules of the era in which they closed. Each one of the stations contain interesting stories and simultaneously, though their remains both visual and hidden, silently project spatial, social and economic still ongoing processes. One of these stations that still adorns the Strand Street, where its main entrance is found, is the Strand/Aldwych Station. The Station is part of the Piccadilly Line, and its existence is tightly connected to the history of the line as a whole. Although the Station is currently closed, its modern use is of great importance not only for the surrounding area of the station site and the Piccadilly line, but for the entire London Underground network. This is the reason that this seemingly useless building was determined as the issue examined to the present essay.
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Piccadilly Line History
The London tube was highly developed after the 1880s a result of the following major technical innovations: (1) the tunnelling shield which was developed by James Henry Greathead, on 1868. Greathead wanted to solve the Underground constructionrelated problems. Consequently, the Greathead shield was incepted. This tunnelling shield worked as follows: in the front of the machine; workers dig through the London clay and every 60cm powerful hydraulic jacks ram a metal cylinder forwards into the created gap. Behind the machine, workers attach iron panels to sew up the exposed tunnel wall, while through a hole in each panel concrete is squirted to create a solid waterproof tube. This machine allowed the tube tunnels to forward 3m a day1. (2) the electric propulsion motor developed by Frank Julian Sprague, on 1880s. The solution came from the electrical elevators, also developed by Sprague, where he adjusted the vertical lift movement to a horizontal train one. Sprague created a control station at the front end and have the motors distributed throughout the train underneath each car, giving to the train more traction2. The predecessor of the Piccadilly line was officially formed on 8th August 1902, and it was known as the Great Northern, Piccadilly & Brompton Railway (GNP&BR). The original inverted horseshoe GNP&BR line, situated across London was an amalgamation of three separate schemes and [1], [2] Big Bigger Biggest s. 3 ep. 3 Metro, [online video], 2011, https://www.youtube.com/ watch?v=0sdG93XIjWs (accessed on 20 December 2016) Page 8
constitutes the central section of the contemporary Piccadilly Line. The three constituent schemes that created the GNP&BR were: _the Metropolitan District Deep-level line (est. 1896). An underground line almost underneath District Line from Earl’s Court to Mansion House, with an intermediate station at Charing Cross. The benefit from this scheme was a much quicker journey to the city that would relieve the most congested section of the District Line. _the Brompton & Piccadilly Circus Railway (est. 1896), a new conventional underground line between South Kensington and Air Street. _the Great Northern & Strand line (est. 1898), also a new Underground line from Wood Green to Holborn, which was later extended, by one station, to Strand. Wood Green
|Figure 1| The deep-level Metropolitan District, Brompton & Piccadilly and Great Northern & Strand Railway schemes on 1898 (original)
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Metropolitan District Railway Deep-Level Great Brompton & Piccadilly Circus Railway Great Northern & Strand Railway
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Brompton Road Brompton South Kensington
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All three of these schemes remained dormant until 1901 due to lack of funding, and then Charles Tyson Yerkes acquired control and combined them into one, since they were considered unsuccessful and problematic. Therefore, with the addition of a short section to link Piccadilly Circus with Holborn the new GNP&BR line was created. Yerkes, also, decided the abandonment of the section north of Finsbury Park, a resolution which was approved in the 1902 Parliamentary session. Several other suggestions were considered by GNP&BR, with the most substantial being the Strand-Temple extension, but all were discarded due to strong objections3. The physical construction of the line started on September 1902, with the acquisition of the first station sites and property demolition. The construction of the Finsbury Park-Strand section was awarded to Alexander Ross & Co and the tunnelling to Walter Scott & Middleton, while the South Kensington-Holborn was awarded to James and William Szlumper4. By October 1904, 80% of the tunnels were completed and track-laying was about to begin. On a ground-floor level the 22 surface station buildings were designed by Leslie William Green (6 February 1875-31 August 1908) in the typical house-style of the tube stations. On 12th December 1906, a special train collected, from Knightsbridge and Leicester Square stations representatives of the press for a non-stop ride to Finsbury Park. On return, it stopped at Holloway Road and Russell Square for an inspection of the spiral passenger conveyor and the substation installed respectively. The official GNP&BR line opening was conducted by David Lloyd George, Board of Trade President, on 15th December 1906. The opening commenced at Hammersmith, where [3] Croome, D.F., A New Line Takes Shape in The Piccadilly Line, Capital Transport, 1998, pp.5-19. [4] Badsey-Ellis, A., and Horne, M., A Railway to the Aldwych in The Aldwych Branch, London, Capital Transport, 2009, pp. 5-16. Page 10
a train collected the attendants and then proceeded to Finsbury Park and back to Piccadilly Circus. The eagerly-anticipated opening (9500 passengers in the first two hours of operation) was hurried to catch the Christmas season rush, consequently several stations were not given to use forthwith. Over the next year, all the stations were completed, rendering the GNP&BR line as follows5: Finsbury Park Gillespie Road (renamed Arsenal on 31st October 1932) Holloway Road York Road (closed on 17th September 1932) King’s Cross (renamed King’s Cross St. Pancras) Russell Square Holborn Strand |renamed Aldwych|
(delayed opening on 30th November 1907, closed 30th September 1994)
Covent Garden (delayed opening on 11th April 1907) Leicester Square (originally to be named Cranbourn Street) Piccadilly Circus Dover Street (renamed Green Park) Down Street (delayed opening on 15th March 1907, closed on 22nd May 1932) Hyde Park Corner Knightsbridge Brompton Road (closed on 29th July 1934) South Kensington (delayed opening on 8th January 1907) Gloucester Road Earl’s Court Barons Court (over-ground, opened on 9th October 1905 by District Line) Hammersmith (over-ground)
[5] Opening in The Great Northern, Piccadilly & Brompton Railway, [online web site] https:// en.wikipedia.org/wiki/Great_Northern,_Piccadilly_and_Brompton_Railway (accessed on 10 December 2016) Page 11
|Figure 3| The Holborn-Strand branch and Strand-Waterloo extension proposal prior to the slum clearance scheme, on 1890s. (original)
|Figure 4| The Holborn-Strand branch stations overlayed with the new urban fabric. Need for new station sites. (original)
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|Figure 5| The Holborn-Strand branch stations, as constructed, on 1907. (original)
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Strand Branch The most peculiar section of the GNP&BR was, and still remains, the Holborn-Strand extension. The additional station was Yerkes’ inception when a vast congested slum clearance scheme was announced. The scheme included the cut of two new streets, which would be named Kingsway and Aldwych, in order to develop the resulting area as a modern business district. So, a station to this new district, with the prospect of a Strand-Waterloo extension, produced a rather integrated and profitable result. The Strand-Waterloo extension was then ejected, so did a number of times over the 87-year-old operation of the Strand branch, even though the line extended on both ends, rendering the branch to the white elephant of the Piccadilly line. Nonetheless, Yerkes decided to construct the branch, which would work as a shuttle service, and also add a late-night service running for the benefit of the theatre-goers (5th October 1908 withdrawn due to popularity loss). When the extension was decided, the design of the new line was limited by the cut of the new Kingsway street, since the running tunnels should not infringe the building line, and also a new station site should be acquired to host the surface structure. The site was
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finally obtained on October 1905. The site carries a rich background history, as it once was occupied by well-known astrologer William Lilly and King Edward VI amongst other leading figures6. The last occupier of the site was the Royal Strand Theatre, which was opened on 1832 by Benjamin Lionel Rayner, a celebrated actor at the time, based on Charles Board’s architectural design. The Theatre had a peculiar L shape, a result of many building expansions and additions over the years, with the most notable being the addition of the section neighbouring to Strand Lane on 1882. The swan song of the Theatre was on 13th May 1905, and it was a musical by Howard Talbot entitled “Miss Wingrove”7. The ironic element of the station site was that in order to build a new station which during its early days attempted to cater for late-night theatre-goers, a theatre was demolished. The construction of the branch commenced on 19th March 1906 with the tunnelling work, and between July and October 1906 when the tunnelling works were advanced, the opening-out works on the tunnels to form the 76,2m platforms followed. The station was in use on 30th November 1907.
[6] Badsey-Ellis, A., and Horne, M., The Strand (Aldwych) Station Site in The Aldwych Branch, London, Capital Transport, 2009, pp. 23-28. [7] Croome, D.F., A New Line Takes Shape in The Piccadilly Line, Capital Transport, 1998, pp.5-19. And Badsey-Ellis, A., and Horne, M., The Strand (Aldwych) Station Site in The Aldwych Branch, London, Capital Transport, 2009, pp. 23-28. And Strand Theatre (Old), Site of Aldwych Underground Station, Strand, Westminster METB: Building Act Case File (Theatres), GLC/AR/BR/14/P/005, London Metropolitan Archives [8] Strand Theatre (Old), Site of Aldwych Underground Station, Strand, Westminster METB: Building Act Case File (Theatres), GLC/AR/BR/14/P/005, London Metropolitan Archives Page 14
|Figure 6| opposite Strand Street Facade of the Royal Strand Theatre (source: Badsey-Ellis, A., and Horne, M., The Strand (Aldwych) Station Site in The Aldwych Branch, London, Capital Transport, 2009, pp. 23-28.)
|Figure 7| The Royal Strand Theatre plans, as found on London Metropolitan Archives8.
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Strand/Aldwych Station
|Figure 8| Sketch of the Strand Street facade of Strand Station9.
The surface station building was a design of Leslie Green in the standard, at the time, Edwardian Baroque house-style following exactly the old theatre shape. The two-storey station consists of a large ground floor, where the ticket office, staff accommodation and upper lift landings are found, a mezzanine floor, where lift machinery together with office spaces are found, a basement, which includes station offices and copious storage spaces extending into the brick vaults under Strand pavement, and finally 28m under the basement level is found a passageway connecting the lift landings and stairway to the platforms, which are built outboard of the tracks, a deviation from the preferred island arrangement.
[9] Aldwych Underground Station, Strand Underground Station, Underground Electric Railways Company of London Limited, Westminster METB: Building Act Case File (Underground Stations), GLC/AR/ BR/44/032383, London Metropolitan Archives
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The station building was a steel-framed structure clothed in brick, since this material combination allowed a highlevel freedom for internal walls and was, also, capable of taking the weight of up to four additional storeys above the flat first-floor roof. The ground floor was organised to three distinct units, the entranceway from the narrow Strand Street elevation, the waiting space where the vertical circulation was beginning, and finally the auxiliary entranceway to the upper floor.
|Figure 9| top Strand Street Facade before the opening of the station, on December 190710. |Figure 10| bottom Surrey Street Facade before the opening of the station, on December 1907, showing the height difference in the party wall10.
[10] Connor, J.E., Aldwych in London’s disused underground stations, Capital Transport, 2001, pp. 94-101. Page 17
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|Figure 11| Strand Station, as it was originally designed. (reconstruction based on archival files11)
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The Strand S t r e e t entrance was divided to the station entrance and a flight of stairs that led to the upper floor. The narrow entranceway, through two short flights of stairs, led to the ticket office, the ladies’ lavatories and ultimately to the waiting area in front of the lifts. The entranceway also accommodates a narrow bookstall and a series of timber 1930s telephone cabinets installed by the National Telephone Company. The ticket hall was tilled in sea-green tiles up to shoulder height, while above the tilling; the wall was finished with white plaster. The ticket office was situated on the eastern side of the south end of the Strand entranceway and had a pair of wooden-framed pedimented windows, which were surrounded by sea-green moulded tiles in Art Nouveau style. The south end of the entranceway led to the waiting room where the three lift shafts and a flight of stairs that led to the basement where the spiral staircase to the platform level is situated. Also, in the westernmost part of the station building the gentlemen’s lavatories are found with a series of small window openings to the Strand Lane. The original design featured three 7m in diameter lift shafts, due to the expected high concentration of passengers to Waterloo. When, the extension was refused the design was modified to accommodate a small shop over the eastern shaft area. Consequently, the station was equipped with two lift shafts, and each shaft was occupied by two trapezium-shaped lifts, supplied by Otis Elevator
|Figure 12| Strand Station, interior showing the intersection of Strand Street entranceway and ground floor lifts landing12.
[11] Aldwych Underground Station, Strand Underground Station, Underground Electric Railways Company of London Limited, Westminster METB: Building Act Case File (Underground Stations), GLC/AR/ BR/44/032383, London Metropolitan Archives [12] Connor, J.E., Aldwych in London’s disused underground stations, Capital Transport, 2001, pp. 94101. Page 19
Company. The lifts had the usual wooden screen arrangement with art-nouveau ventilation grilles. The northern corridor in front of the elevators was used as an alternative entrance, while the corridor south of the shafts was the way out of the station to Surrey Street.
|Figure 13| The pilastered entrance to first floor at Surrey Street Facade. (original, taken on 12 December 2016)
The Strand Station building was one of the few to have two separate façades, on Strand and Surrey Streets. Both façades are faced with the characteristic glazed ox-blood terracotta blocks produced by the Leeds Fireclay Co. The narrow Strand Street elevation has one bay with a single entrance framed by two shallow pilasters, faced with the terracotta blocks. Above the entrance opening a single keyed semi-circular arched Diocletian window with egg-and-dart moulding is found, a distinctive feature of the stations of the era. The Surrey Street façade being longer had four bays, divided by five shallow pilasters in ground-floor level. The southernmost was the entrance to the upper floor entranceway and featured a panelled door with arched hood and fanlight. The remining three were from right to left; the station entrance, the shop and the station exit. Above each ground-floor opening, a rectangular window opening was designed with the exception of an arched window, similar to the one in Strand elevation, which was found over the shop opening. In both elevations, the station name was prominently displayed in black letters on white background, on a tiled frieze at mezzanine level above each entrance. At roof height, a similar frieze with the company name, “PICCADILLY TUBE”, was found, but it was replaced to “PICCADILLY RLY”, around 1908, since the word “tube” was jarring amongst the senior management board. Both façades displayed a dentilled terracotta block cornice above the company name frieze13.
[13] Badsey-Ellis, A., and Horne, M., The Strand (Aldwych) Station in The Aldwych Branch, London, Capital Transport, 2009, pp. 29-40. Page 20
|Figure 14| The typical characteristic arched window of Strand Street Facade. (original, taken on 12 December 2016)
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|Figure 15| The Strand Station platform. (source: http://now-here-this. timeout.com/wp-content/ uploads/2013/07/aldwych-main.jpg, accessed on 27 December 2016)
Finally, the platforms were decorated in a unique tilling motive, that was unifying for all deep-level stations of the Yerkes group. From floor-level upwards there were, in succession, a band of dark-green tiles to form a plinth, a band of cream tiles, a course of dark-green tiles to form the lower part of a cornice, another band of cream tiles, and finally two courses of dark-green tiles to complete the cornice. Inside the cornices the station name, “:STRAND:â€?, was accommodated in five tiles high dark-brown letters, while the remaining spaces were ornamented by geometric tile patterns. Moreover, two 2½ tiles wide vertical bands which sprang from the plinth upwards round the platform vault to end in a strip of tiles on the other tunnel side at train roof level. The untiled spaces were finished in white plaster. During the construction, it was apparent that the Station would not have the anticipated use, therefore, the platform tiling was partly completed, while the way-out passages and exit stairs remained unfinished until today and consequently never opened.
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|Figure 16| top The unfinished section of the platforms of the Strand Station. (source: Badsey-Ellis, A., and Horne, M., The Strand (Aldwych) Station Site in The Aldwych Branch, London, Capital Transport, 2009, pp. 23-28.) |Figure 17| bottom The tilling motive of the platforms of the Strand Station. (source: Connor, J.E., Aldwych in London’s disused underground stations, Capital Transport, 2001, pp. 94-101.)
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Wartime Use of the Station
The Strand branch was operating unobstructed for several years until 4th August 1914, when World War I was declared. On 31st May 1915, heavy aerial bombardment from zeppelins and aeroplanes commenced and the Londoners flocked to the tube station for shelter. Until the air raids ceased on 19th May 1919 people bought tube overnight tickets to protect themselves from the bombing. Moreover, in order to protect the national treasures, on September 1917, a platform was used to shelter 300 pictures from the National Gallery. The WWI caused numerous problems to London and consequently to the Underground, leading on 12th January 1918 the Strand branch to become an “one train on line� due to economic recession.
One substantial change occurred on 9th May 1915 when the Strand Station was renamed to Aldwych to avoid any confuse with the Charring Cross Station which was decided to be named Strand at the time.
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|Figure 18| top Strand Station platforms during wartime. (source: Connor, J.E., Aldwych in London’s disused underground stations, Capital Transport, 2001, pp. 94-101.) |Figure 19| bottom Strand Station platforms sheltering national treasures of Great Britain. (source: https://ceroart.revues. org/docannexe/image/3765/ img-8-small580.jpg accessed on 27 December 2016)
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|Figure 20| top Strand Station platforms during World War II. (source: http://proof.nationalgeographic.com/files/2015/11/ NationalGeographic_541146.jpg accessed on 27 December 2016)
|Figure 21| opposite Parthenon Marbles are transferred to Strand Station platform for sheltering. (source: https://londoninsight.files.wordpress.com/2010/10/ aldwych_old4.jpg accessed on 27 December 2016)
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The city of London after the WWI devised many wartime plans using the tube tunnels to safely evacuate the city and use the disused stations to shelter people. So, when the World War II aerial bombardment started on 15th August 1940 the authorities were ready to gradually render the stations more habitable. Aldwych was one of the sheltering stations, which opened on 22nd October 1940. The platforms were marked out and numbered, and also 900 three-tier bunks were erected for the shelterers with admission tickets. Also, first-aid posts, a canteen, lavatories and a small library formed by Westminster library donations were added to better the accommodation. Furthermore, on 24th August 1939 aftefacts British Museum, Albert and Victoria Museum and the Buckingham Palace were relocated to the eastern platform to be protected from the air raids. It is worth mentioning that the Parthenon Marbles of the British Museum were sheltered from 2nd September 1939 and remained there until November 1948. However, the bombardment stopped on 6th May 1945, the Aldwych branch reopened on 1st July 1946 in order to restore the station to its pre-war state.
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Station Alterations
Many changes were made to the original station building since its opening. The more substantial alteration was the addition of four storeys, on 1928, over the station building. The added storeys belonged to King’s College and were fully integrated with the existing first-floor level. Only the new second floor maintained the existing building line, while the top 3 floors progressively were raked back within a mansard roof, virtually hiding them from the street. The additional floors were extended also to Strand Street façade and the entire addition was linked with the university building across Stand Lane through a high-level connecting walkway with bridge. The King’s College addition accommodates two lecture theatres at the east side of the building looking over Surrey Street, and professors’ rooms and a classics library over the southern wing. Finally, the arched first floor window in Surrey Street façade was replaced by a large rectangular window because it did not suit the university authorities’ preferences14. Also, during the 1940s, a canopy was erected on Strand Street façade, with the station name shown, hiding the tiled frieze where the station name was previously displayed15.
[14] Badsey-Ellis, A., and Horne, M., Convoluted Closure in The Aldwych Branch, London, Capital Transport, 2009, pp. 95-103. [15] Aldwych Underground Station, Strand Underground Station, Underground Electric Railways Company of London Limited, Westminster METB: Building Act Case File (Underground Stations), GLC/AR/ BR/44/032383, London Metropolitan Archives Page 28
|Figure 22| Strand Station canopy, on 1940s. (source: Connor, J.E., Aldwych in London’s disused underground stations, Capital Transport, 2001, pp. 94-101.)
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On the other hand, the interior was altered with the addition of a new automated ticket office together with an assistance window, since the pre-existing one was turned to an electrical switch-room on 1980s. The ticket office was constructed above the middle lift shaft, on 26th February 1988, and was designed to copy the tiling and the style of the station, in general, to avoid optical discontinuity.
|Figure 23| Strand Street faรงade of Aldwych Station. (original)
|Figure 24| Surrey Street faรงade of Aldwych Station. (original)
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Current Use Aldwych was finally closed on 30th September 1994 since the cost to replace the old Edwardian lifts (£3 million) was deemed uneconomic for 450 passengers daily. Within a week, the name boards at street level had been removed, leaving the canopy looking bare. The tiled frieze displaying the original station name was resurfaced in 1998 when the canopy was removed16. Nowadays, the derelict Aldwych platform is still used by the London Transport design staff, for mock-up facilities for new station decors and protection tests. Over the years, the station was dressed as Oxford Circus to evaluate the tiling scheme of the then under construction Victoria Line, in the 1960s. In 1970s it became “Bond Street”, and also, in 1993, the platform was refurbished with a “British Museum” theme panels for Holborn. One of the most unexpected uses for the Aldwych Station has been as a film set. Many film and television productions have featured the Station, at a point that [16] Aldwych Underground Station, Strand Underground Station, Underground Electric Railways Company of London Limited, Westminster METB: Building Act Case File (Underground Stations), GLC/AR/ BR/44/032383, London Metropolitan Archives Page 31
|Figure 25| Filming set on Aldwych Station. (source: http://www.insiderlondon.co.uk/wp-content/ uploads/2015/04/Filming_at_ Aldwych_image_2.jpg)
for some years just over one production per month was made, rendering the Station more profitable closed than it was when it was operating. Some honourable mentions from the filming industry are the Ghost Story (1973), V for Vendetta (2005) and the Imitation Game (2014)17, also worth-mentioning is the videoclip of Prodigy’s Firestarter which was filmed in the disused tunnel. Also for a substantial period of time, one of the old platforms serves as a rifle range for the King’s College shooting club. Finally, the station is used for various events, including exhibitions, book launches, parties and tours accommodating up to 350 people. Examples include the “Raw Canvas” exhibition of modern art on October 2001, and the 1995 and 2000 Open House weekends where the station was used for architectural tours18.
[17] Most Popular Titles With Location Matching “Aldwych underground station”, in http://www.imdb. com/search/title?locations=Aldwych%20underground%20station (accessed on 27 December 2016) [18] Badsey-Ellis, A., and Horne, M., Film, Television, and Other Uses in The Aldwych Branch, London, Capital Transport, 2009, pp. 103-107. Page 32
|Figure 26| V for Vendetta scene filmed at Aldwych Station. (source: https://1. bp.blogspot. com/_kZREEb7YA8E/ RrKEg5YmyWI/ AAAAAAAAAug/ O7GG7MYrw48/ s320/74_evey_by_the_ train.jpg accessed on 27 December 2016) |Figure 27| Imitation Game scene filmed at Aldwych Station. (source: http:// cdn1.stopklatka.pl/ dat/00003/0000003149/ original.jpg accessed on 27 December 2016)
|Figure 28| Scene from the videoclip of Firestarter by Prodigy filmed at Aldwych Station. (source: https://i. vimeocdn.com/ video/122119173_640. jpg accessed on 27 December 2016)
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Conclusion
The Aldwych Station is an exemplar sample of time-capsule building. Apart from the tube history, it bears bits of history of the surrounding area. Its bizarre shape hints the theatre and residence pre-existing on the site before the station was constructed, retreating from the Surrey Street building line. Also, the party-wall with King’s College shows the construction phases, reviling to the experienced eye the essence of what the area used to be. Furthermore, it is a time-capsule of itself, being an original example of the unique Baroque house-style of the underground stations and the ground-breaking techniques used at the time. Most importantly, the station is frozen in different time periods, rendering it Museum of, not only, itself, but also of the modern history of London, a small well-hidden London Museum at Strand Street. Consequently, this once white elephant Station is currently a modern-day London treasure, which may be the reason for its Grade II listing, on 20th July 201118.
[18] Aldwych Underground Station, [online web site] https://www.historicengland.org.uk/listing/thelist/list-entry/1401034 (accessed on 15 December 2016) Page 34
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Reference List
Books
_ Badsey-Ellis, A., and Horne, M., The Aldwych Branch, London, Capital Transport, 2009. _ Connor, J.E., Aldwych in London’s disused underground stations, Capital Transport, 2001, pp. 94-101. _ Croome, D.F., The Piccadilly Line, Capital Transport, 1998. _ Garland, K., Mr. Beck’s Underground Map. Capital Transport, 1994. _ Roberts, M.J., Underground maps after Beck, Capital Transport, 2005. _ Harris, C.M., What’s in a Name?: The Origins of Station Names on the London Underground, Midas Books, 1977. _ Leboff, D., The underground stations of Leslie Green, Capital Transport, 2002. _ Leboff, D., and Demuth, T., No need to ask!: early maps of London’s underground railways, Capital Transport, 1999. _ Connor, J.E., Abandoned Stations on London’s Underground: A Photographic Record, Connor & Butler Limited, 2008.
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Websites
_The Great Northern, Piccadilly & Brompton Railway, [online web site] https://en.wikipedia.org/wiki/ Great_Northern,_Piccadilly_and_Brompton_Railway (accessed on 10 December 2016) _Abandoned Tube Stations, [online web site] http:// www.abandonedstations.org.uk (accessed on 13 December 2016) _The Great Northern, Piccadilly & Brompton Railway, [online web site] http://www.gracesguide.co.uk/ Great_Northern,_Piccadilly_and_Brompton_Railway (accessed on 15 December 2016) _Aldwych tube station, [online web site] http:// www.urban75.org/railway/aldwych-strand-station. html (accessed on 15 December 2016) _Aldwych Underground Station, [online web site] https://www.historicengland.org.uk/listing/the-list/ list-entry/1401034 (accessed on 15 December 2016) _Big Bigger Biggest s. 3 ep. 3 Metro, [online video], 2011, https://www.youtube.com/ watch?v=0sdG93XIjWs (accessed on 20 December 2016) _A tour to Aldwych Underground Station, [online video], 2013, https://www.youtube.com/ watch?v=yiBOrI75iiA (accessed on 20 December 2016) _Hidden London: The secret Station Aldwych, [online video], 2013, https://www.youtube.com/ watch?v=0LQz_84Un74 (accessed on 20 December 2016) _The Secret Station-Aldwych, [online video], 2010, https://www.youtube.com/watch?v=6xSzU0oM4mM (accessed on 20 December 2016) _Aldwych Underground Station, [online video], 2010, https://www.youtube.com/watch?v=SSRz1EmtfqY (accessed on 20 December 2016)
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_Aldwych Abandoned Ghost Station, [online video], 2016, https://www.youtube.com/ watch?v=vVN7PUSMDrs (accessed on 20 December 2016) _Aldwych Underground Station, 23rd January 2016, [online video], 2016, https://www.youtube.com/ watch?v=B7SNIinZiK8 (accessed on 20 December 2016) _Aldwych Tube Station-London-Closed, [online video], 2016, https://www.youtube.com/ watch?v=kL-5KLVftjg (accessed on 20 December 2016) _Aldwych Station, [online video], 2016, https:// www.youtube.com/watch?v=y7X-kPdrEzQ (accessed on 20 December 2016) _Hidden London-Aldwych Station, 2016, https:// www.youtube.com/watch?v=fDTMfO-SD0s (accessed on 20 December 2016) _http://carto.metro.free.fr/cartes/metro-tramlondon/index.php?station=aldwych-closed (accessed on 23 December 2016)
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Videos
_Great Northern, Piccadilly & Brompton Railway (BR), CLA/047/LC/04/338/A to C, London Metropolitan Archives _Railways: Greta Northern, Piccadilly & Brompton Railway (New Lines and Extensions), COL/PHD/ PL/02/017, London Metropolitan Archives _Strand Theatre (Old), Site of Aldwych Underground Station, Strand, Westminster METB: Building Act Case File (Theatres), GLC/AR/ BR/14/P/005, London Metropolitan Archives _Aldwych Underground Station, Strand Underground Station, Underground Electric Railways Company of London Limited, Westminster METB: Building Act Case File (Underground Stations), GLC/AR/BR/44/032383, London Metropolitan Archives
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