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A Biased View of London Underground Posters For Sale

The store will certainly not function appropriately in the instance when cookies are impaired. Illuminate your wall surfaces with a famous London Transport poster print from our globe famous collection Store one of the most prominent London Underground posters from our world-famous collection Earn impactful prints inspired by art and also design. Browse our hand selected collection of classic posters commemorating legendary showing off occasions.

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The Of The 12 Best London Underground Posters

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photos by Mikey Ashworth Throughout remodelling of the Notting Hill Gateway tube station in the London Underground, a deserted passage was found whose wall surfaces included classic adverting posters from 1956-1959 in what ended up being a mid-century time capsule. by means of Ready, Made Host your website with Giggling Squid! Here’s even more information.

Will Noble Are These The 16 Finest London Below Ground Posters Ever Before? In 2013, London Transport Museum launched Poster Art 150, a choice of the most effective posters from 150 years of London Underground. Currently, the art work are offered to see online, as part of an online collaboration with Google. Here, London Transportation Gallery selects 16 of its all-time favourite styles.

Top Guidelines Of Poster Art 150: London Underground’s Greatest Designs

The message hammered home in this detailed graphic is that there’s NOTHING TO FRET ABOUT. We locate the five-time rep of ‘stress’ entirely disturbing. Tf, L from London Transportation Museums collection It’s heartening to see a women lead character in this vintage advertisement although the Underground had actually currently been going virtually half a century when this was pasted up in tube stations.

It does not help that one of the beautiful orbs show up to create an ‘O’ as opposed to a ‘U’. A striking masterpiece nonetheless. Tf, L from London Transportation Museums collection A stone cool standard of interwar London, when ‘Bright’ was words of the minute, and flappers swished their newest gowns on the escalators.

Tf, L from London Transportation Museums collection Loaning from Kathleen Stenning’s ‘Stay clear of the wet’, Charles Herrick’s sizzling design is one fifty percent of a duo, the other of which declares that it’s cooler to travel by Below ground in the summer season. Dubious as that claim might seem, the tube was when much cooler than it now is.

The Best Guide To London Underground Posters & Wall Art Prints

Art Matters is the podcast that brings with each other prominent culture and also art history, hosted by. Alight below for an exploration of poster styles for the world’s initial underground traveler train.

The initial poster he commissioned was a promo for Golders Green terminal, which had been added to the network the year before. Instead of stressing the service and trains, musicians established posters that lured travellers with intriguing destinations and also areas worth checking out. They offer the perception of a bustling city with everything to supply, from the green areas at Kew Gardens to the programs and purchasing in the West End.

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81 Street Museum of Natural History

Perhaps the brightest and most intriguing station is the one with many mosaics depicting different animals, from giant dinosaurs and a diving whale to hummingbirds and mice.

It’s worth driving to the station, even if the Natural History Museum itself isn’t interesting to you. And if you find yourself passing on the Blue Lines A or C, I highly recommend stopping and getting out to admire the incredible number of bright mosaics depicting animals. Consider that the museum begins at the subway, not from the main entrance.

The mosaic installation, created in 2004, is called “For Want of a Nail” and is the largest in the history of the New York subway. It features tigers, ostriches, lizards, crocodiles, frogs, and all sorts of other living creatures. Moreover, the mosaics are not arranged in a boring row, but are found in completely unexpected places – on the ceiling, in the corners, on the floor. Wander around this large docking station, up and down, through two levels, entering and exiting from all exits A, B, and C.

The phrase “For want of a nail” is the first line of a poem, symbolizing the butterfly effect – how our actions can lead to drastic changes.

42 Street Time Square

Do you love modern American art but don’t have time to visit museums? The gigantic and crowded 42nd Street Time Square, although the most congested, is also the richest in contemporary art, with 13 metro lines flowing into this large interchange hub. The main treasure of the underground city is a pop-art mosaic panel in the lobby of the passage, created by the renowned US artist Roy Lichtenstein shortly before his death. It’s a kind of declaration of love and a gift to your beloved city, with the number 42 in the middle being a fragment of the original plate from 1904.

23 Street

It’s a matter of finding a hat, and the 23rd Street station is the place to look. The platform of this small station in Midtown is like a free museum of hats, and it also has a large photo zone. Along the entire platform, tiles are lined with mosaics of various headdresses from all times, such as hats, top hats, bowlers, sombreros, boaters, and much more. Moreover, the hats are located at different levels of human growth, so that anyone can find and “fit” into their own hat. The station was opened in 1918, and in 2002, 120 mosaic hats, worn by famous people from 1880 to 1920, were added to the station. Mark Twain, Oscar Wilde, Eleanor Roosevelt, Marie Curie, O’Henry, and Sarah Bernhardt (who had the most original hat) are among the many people who have donned headdresses.

City Hall (closed station)

The most elegant, refined (in the neo-Romanesque style), and shortsightedly-built station of the city has been closed since 1945 due to its semicircular structure. The station is located beneath the New York City Hall building and was a hallmark of the rapidly developing city. The station became unusable due to its curving tracks, which were too sharp for the new, modern trains of cars. Nevertheless, its beauty still arouses interest; for example, the final battle scene in the movie “Fantastic Beasts and Where to Find Them” was filmed there. The station can be seen if you stay in the car at the end station of the Brooklyn Bridge – City Hall. However, it is better to sign up for a tour in advance, which is held several days a year. Believe me, any New Yorker will envy you.

Essex and Delancey

In the creative and bohemian East Village, and the subway to match, where else can you find giant green fish looking at hurrying passengers with a slight philosophical sadness? The Japanese artist Ming Fei was tasked with capturing the spirit of old New York, so he decided to depict giant shad fish (a type of herring) that were found in the Hudson River on the walls of the station. On another platform, Fey created a cherry orchard that grew in the 17th century on the site where the metro stands now.

34th Street–Penn Station

At the bustling 34th Street – Penn Station, where intercity trains and buses flock, you will find Eric Fischl’s wondrous beauty of the circus and circus-themed mosaic called The Garden of Circus Delights. The theme of the circus was not chosen by chance; not far from the station is Madison Square Garden, where an annual major circus performance is held. Just keep in mind that the townspeople, who are always in a hurry, will constantly interfere with your attempts to appreciate the full scale and beauty of the mosaics that belong in the museum.

Christopher Street – Sheridan Square

The quiet station in Greenwich Village is a declaration of love for the area and its famous characters who lived, loved, wrote books, plays, paintings, composed music, fought for social justice, and participated in protest movements. In fact, this is a quest station, a highly intellectual puzzle for those interested in the history of New York. Greenwich Village was a hub for activists fighting for various rights, from feminism to the first gay parade, from which ideas spread around the world.

125th Street Station

Do you want to learn about the history of Harlem and its inhabitants without having to go out onto its streets? The mosaics of 125th Street are ready to tell you more than any guidebook could. Where else would you meet flying people? Harlem-raised artist Faith Ringgold lovingly captures the area’s rich history and culture, its colorful and unique identity, in her work “The Flying House: Heroes and Heroines of Harlem”. In the same place, among the soaring jazz musicians and singers, one can find mosaics of cult musical theaters and clubs in Harlem, such as the famous Apollo Theater, where many famous black musicians have performed, singers and stand-up comedians began their careers at the Cotton Club jazz club, where Duke Ellington performed, and the Harlem Opera building.

28th street

The New York subway is adorned with fresh, blooming mosaics of magnolias and other flowers, which have become a popular attraction for Instagram bloggers who specially select their outfits for their photo shoots. Artist Nancy Bloom decided to depict the flowers that grow in Madison Square Park, beloved by the citizens, on the walls of the station, so as not to forget the beauty of nature amidst the hustle and bustle of everyday life.

23rd Street

After making a loop on the long New York subway, return to 23rd Street. Here, you’ll find Flo and Topper, the Weimar Hounds that photographer and artist William Wegman loves to portray. On the subway, he showed his beloved dogs in both uniform and casual clothing, giving them the appearance of people.

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Angel is the first in the alphabet of five subway stations named after local pubs with centuries of history. The Elephant & Castle, Manor House, Royal Oak and Swiss Cottage are next on the list. The Angel of Annunciation pub has existed since the 15th century and closed in the 1920s. And the mystical flavor of the name still floats in the subway.

Blackfriars

Since XII century this area of London began to develop actively Dominican priory: over white cassocks Dominican monks wore black cloaks, that’s why they were nicknamed Black Friars or black friars (from French “frère” – brother). The Priory ceased to exist in 1538 under the edict of the effeminate Henry XVIII, who abolished Catholicism in Britain; but the name has survived to this day.

Blackhorse Road.

Out of the house came a horse. It sounds strange, but you can’t take words out of thin air. Blackhorse Road is a modified name of the Black House Lane. The street has existed since the Saxon conquest: in its southern part there was a mysterious black mansion about which no historical evidence remains. And it could have been a gothic tale…

Canada Water

The name of this subway station was given by the local lake. It, in turn, was named so because of one of the port docks where ships from Canada came. Merchant ships from Russia, Norway, and Sweden docked nearby at Russia Dock. And Canary Wharf got its name because of the connection with the Canary Islands, where London was supplied with fruit.

Charing Cross

The most romantic story. King Edward I was deeply in love with his wife Eleanor of Castile and grieved deeply when she died of malaria. To express his grief and to magnify the memory of the queen, who was not very popular during her lifetime because of her bad temper and greed, Edward erected twelve crosses at night stops of the funeral procession that made its way to Westminster Abbey from Nottinghamshire. One was erected near the village of Charing, hence Charing Cross.

Cockfosters

The name of this station gives a smirk not only to connoisseurs of English slang. But not without reason: historians assert that it is connected with nearby estate, which served as a residence to some enigmatic chief forester (aka cock forester) four hundred years ago.

Covent Garden

Contemporary Covent Garden, where cultural life is thriving, doesn’t resemble a “convent garden” at all. And that’s how the name of the station and the neighborhood translates. In medieval times there was a vast enclosed garden owned by Benedictine monks.

Elephant and Castle

The magical combination Elephant and Castle appeared on the map of the London Underground thanks to the inn/pub of the same name recorded in chronicles in 1765. Before that there was a forge and a workshop where cutlery was made. It is just the elephant (elephant) with a palanquin (castle) on his back that was on their signboard: it was at that time that the handles on knives and forks were made of ivory. Shakespeare mentions Elephant and Castle in Twelfth Night: “In the south suburbs, at the Elephant, is best to lodge. You can’t argue with the classic – the neighborhood isn’t bad now, either…

Gospel Oak

The legendary “Gospel Oak,” under which St. Augustine and even St. Paul are said to have preached, grew on the border between the two parishes. And it was under it that believers from the surrounding villages gathered, because the nearest churches were too far away. Sometime in the middle of the 19th century, the century-old tree disappeared. Perhaps it was burned down by lightning, or cut down by a local Herostratus. History is silent.

Knightsbridge

Alas, this respectable neighborhood (and with it, the name of the station) has nothing to do with noble knights. True, the bridge is still in the name. It refers to the crossing of the river Westbourne – one of the many “lost” London rivers, which in the XIX century was tucked into an underground pipe. Knight, in the historical context of that era, is a boy or young man in the service of someone. “One version is that there were many young loafers hanging around Knightbridge,” writes historian Carolyn Taggart.

Maida Vale.

If that name leads you to think of English maids and verdant valleys, you’re half right. Vale is indeed a valley or ravine. But it has nothing to do with girls in aprons. Maida is a town in Italian Calabria, where the British defeated Napoleon’s allies in 1806. Waterloo and Trafalgar Square stations are also named after British victories in the war against the audacious Corsican.

Piccadilly Circus

Those wanting to go to the Piccadilly Circus are in for a rude awakening: the name of the station (and the district) is Latin for “circle”. Circus is an open circular space at the intersection of the streets. The word Piccadilly itself originated in the high-collar Piccadillys: in 1626 Piccadilly Hall, the house of a famous tailor, an expert in such accessories, appeared in the area.

The Seven Sisters.

The history of the name is quite poetic. “Seven Sisters” was the name given to the seven elm trees planted around a mysterious walnut tree on Page Green land. Local vicar and historian William Bedwell, in his Brief Description of Tottenham dating from as early as the 17th century, mentions the tree in praise of its beauty and splendour. There is a theory that the walnut tree has been growing here since the Roman conquest and was the center of a sacred grove or pagan temple. The Seven Elms appear on London maps from 1619 until 1955: they are repeatedly planted and replanted. In 1997 there was a digital apotheosis: the Seven Sisters planted seven hornbeam trees on the same mystical site.

Shepherd’s Bush.

It is believed that shepherds really did sybaritize under this bush (and they certainly ate shepherd’s pie)! It was a long way from the surrounding villages to Smithfield Market in the City; it was parked on a patch of communal land, under a hawthorn bushes, hence the nickname “Shepherd’s Bush”.

Swiss Cottage

The neighborhood and subway station were named after The Swiss Tavern. It was built in 1804 in an extremely fashionable at the time rustic style: it was almost a full replica of a Swiss chalet. Subsequently, the courtyard was renamed Swiss Cottage. Despite active urban development, the building has survived to this day and now houses the Ye Olde Swiss Cottage pub. It serves mainly beer and English cuisine.

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Average daily passenger flow:

• On weekdays about 2 million people.
• On weekends about – 1.5 million people.

Annual passenger traffic 570-600 million people.
Average distance a trip is about 8 km

The fare, depending on the range of the trip, in 1985 was:

• 1 mile – 10 pence.
• 1.5 miles – 15 pence
• 2 miles – 20 pence
• 2.5 miles – 25 pence, etc.*

Operating speed – 32.8 km/h
Track width – 1435 mm
Stock of rolling stock – about 4300 units.
Including 1300-1380 trailing cars
Number of depots – 12

Number of cars in the train:

• During rush hours – 3-8
• During off-peak hours – 3-4

Number of attendants – more than 21 000 people.
Including: drivers about 4,000 people.
About 7 900 people are employed by the traffic service.

Distance between stations:

• maximum – 6,2 km
• minimum – 0,26 km
• average – 1.1 km

Average depth of line embedding

deep – 24 m
shallow – 7.2 m

Deepest station “Hempstead” – 57,6 m
Length of station platforms – 107 m and 131 m
Number of stations with escalators – 71
Number of escalators – 272
Number of stations with elevators – 25
Number of elevators – 69
Number of fans in the stations – 100
Number of generating stations – 2
Number of traction substations – 113
Rated voltage 600 VDC

The Metropolitan operates from 5 a.m. to 1 a.m. Maintenance is carried out during four night hours. At peak hours, the interval between trains reaches 100-120 s. The train stands at the stations for 20-25 s to board passengers.

Current draw is usually performed from the third contact rail, installed at the side along the tracks. In the middle of the track another contact rail is laid for reverse current. Contact rails of current collector and reverse current are installed on porcelain insulators, which largely prevents stray currents, causing metal corrosion and reducing the reliability of signaling and communication devices.

The track rails are laid on wooden sleepers dressed in concrete jackets.

Elevators and escalators are used to take passengers to and from the trains.

Elevators are now preserved at 25 stations. Their lifting speed is 55 m/min for conventional and 91.5 m/min for high-speed elevators. Lift heights at these stations range from 20 to 54 m. Up to 50 people can be accommodated in the cabins.

Escalators are used at stations with a significant number of passengers. The first of them came into service in 1911. Speed of escalators movement is 0,5-0,75 m/s, 71 stations are equipped with them. The highest vertical height is 24 m at Leicester station.

The air conditioning and ventilation system is arranged so that the temperature is kept on the level of 23-25 degrees by Celsius (in the places of greatest accumulation of passengers). The fans have a capacity of 2400 m³ of air per second. However, under all these conditions, comfort is not ensured. Increased dustiness, insufficient lighting, clogged lobbies and platforms do not create a good mood for passengers when using this modern engineering structure.

The London Underground has a wide variety of equipment. Alongside the sections with obsolete rolling stock and obsolete equipment, there are highly automated modern lines where new cars with thyristor control, asynchronous traction motors, the latest electrical equipment and braking system are running at high speeds. In particular, Severnaya and Victoria lines are equipped with such modern equipment.

The introduction of modern automatic control systems on these lines made it possible to significantly reduce the number of employees and, consequently, to increase productivity, which is much higher here than on other lines built earlier.

Automatic devices were introduced throughout the operation of metro in stages.

At the first stage, electronic devices served to inform the personnel on duty about train movements.

In the second stage, automated control systems not only informed about the train position, but also partially controlled train traffic, freeing the dispatcher to handle more complex tasks.

In the third stage, automated systems took over full control of the transportation process. The personnel on duty only monitors operation and analyzes deviations from the schedule. Trains are automatically started, accelerated and decelerated, stopped at station platforms, and doors are closed. The driver only monitors the operation of the automatic train driving system.

On some line platforms there are emergency train stop buttons that give a warning signal to the driver demanding he stop. However, these buttons are rarely used by passengers to stop a train.

Train traffic of the Victoria and Severnaya lines is controlled from the central control center. The dispatcher center is equipped with a light display showing train situation and a display to which station TV cameras are connected. The information system allows the dispatcher to fully control the situation on the section and maintain radio communication with the train drivers and personnel on duty at the stations. The power supply to the section is provided by means of telecontrol, which significantly reduces the time for making operational switching operations.

Passenger information is available in three languages, for which a microprocessor-based display system is used, replacing the display system.

The London Underground operates several types of cars, including many cars built in 1938 and 1959. Recently, new cars created in 1983, which are an upgraded type of cars built in 1973, have been put into service. Significant changes were made in the design of the driver’s cabin: a more comfortable, adjustable seat, armored glass stained glasses, the handle of the controller was moved to the right side, which creates additional convenience.

The braking system was significantly upgraded; the hydraulic handbrake was replaced with a spring brake. A safety button is installed in the controller handle.

The car interior was also significantly changed. Due to slight relocation of end doors, reduction of the central door aperture width to 1067 mm it became possible to increase car capacity by 4 places.

Luminescent lamps with special coating increasing the illumination are used for car illumination, lenses are used not allowing glare, lighting equipment is small-sized. Ventilation is forced with thermostatic temperature regulation.

Electrical equipment of the cars has a high degree of reliability, circuits are simple, electronic devices greatly facilitated control of the traction and braking equipment.

Fault diagnosis systems of the electronic devices, operating with the use of microprocessors, were installed in the car for the first time.

Telemechanization of London Underground power supply devices started 20 years ago. Eight control centers were established. In 1979 a modernized control system was applied on the main line, two computers and telemechanical devices for traction substations and alphanumeric displays were installed in the control center.

Design of the track structure has its own specific features, as 475 km of lines are located in the open sections, 83 km in the tunnels with shallow embedding and 260 km in the tunnels with circular cross-section. Many sections of track have double-headed rails that rest on softwood or hardwood sleepers laid in concrete bases through cast-in-place pads. The service life of softwood sleepers is 25 years in open areas and 40 years in tunnel areas; for hardwood sleepers, it is 50 years.

Track works in the presence of two-head rails are carried out with significant use of manual labor, but recently new track designs have been developed that allow a greater degree of mechanization of track works. In deep and shallow tunnels track works are carried out in “windows” with the length of 3-4 hours. At the end of the week there are much more breaks in traffic. It is currently planned to lay the track in the open sections on ballast with 56 kg/m rails on reinforced concrete sleepers with prestressed concrete. The transition to this type of track is planned to start in 1987 and finish within 25-30 years. At present the round tunnels are mainly laid with rubber end shoe sleepers, which sharply reduces noise and vibration. Such a section is now in operation on the Thornpike Lane line and is showing encouraging results. Rail fasteners in this case are used of a design that facilitates rail change and track alignment by 9-15 mm.

On old sections the track is laid on wooden sleepers with crushed stone ballast. It is maintained with large deviations from the norms, as a result there is a need for a significant reduction in speed. Reconstruction of the track is very difficult, because it requires closure of traffic for a long time. Turnouts with double-headed rails have a large number of cast parts, which significantly reduces the reliability of construction and complicates repair, so provides for the installation of track on rails with a flat base, laid on conventional sleepers or half sleepers. This reconstruction is expected to implement within 50 years.

Newcastle Underground is one line with branches, the total length of which is 53.8 km (41 km of which are the old reconstructed lines of British Railways). New lines, built according to the standards of the Underground, have a length of 12.8 km and only some of them pass underground.

The entire metro is controlled from the Central Control Room, which is equipped with a scoreboard indicating the track development and signal scheme. Train numbers of the trains following the section are displayed on the scoreboard. The trains are moved using autotracking, but it can be switched to another method of control at the dispatcher’s command. The dispatcher is able to communicate by radio with the driver and, if necessary, transmit information to passengers. His station is equipped with special consoles with televisions, thus making it possible to continuously monitor train operation and the position at stations and runs. The dispatcher also controls the operation of various equipment, ticket vending machines, tunnel and station lighting, operation of escalators and automatic crossing points, etc.

Of the 41 stations, 24 are new, and 17 are former suburban line stations. The appearance of the suburban line stations is markedly different from the subway stations. Seven central underground stations are equipped with escalators and elevators for the disabled.

Almost all stations have 65 m long side platforms, and only the underground stations have 95 m long platforms, with a view to prospective passenger traffic increase.

The station lobbies are decorated in accordance with modern requirements to metro decoration (bright colors, plate, glazed panels, the floors are made of concrete slabs with marble chips, etc.). Checkpoints are equipped with ticket vending machines and return of change, turnstiles that let passengers through if they have a magnetic ticket.

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At that time the railroad had already gained recognition and carried passengers and cargo in many countries of the world, so the proposal of London lawyer Charles Pearson for the construction of an underground city railroad found enthusiastic supporters. The idea was realized in an unprecedentedly short period for those times – in less than four years. The first 6.5 kilometers of the line Pedington-Fedington Street was operated by steam traction, as the most advanced type of traction of the time.

The operation of the first subways was greatly complicated by high smoke levels, removing smoke from the tunnels was one of the most difficult problems. Separate sections tried to build open, and where it was impossible, ventilation hatches were equipped in large quantities.

But despite these inconveniences, the first subway showed great advantages over ground transport and began to develop quickly. Later, new companies were involved in subway construction, which led to some diversity of constructions and disconnection of lines. And only in 1933 the entire network of London Underground was transferred to the specially created Directorate of Urban Transport. This allowed to standardize the types of devices and constructions, to apply unified norms during the construction.

20 years later, by the end of 1953 new lines were laid to connect the disconnected sections. As a result, an inner ring was formed around the business districts of the City of London, called the Circle Line (Circle Line).

During 27 years the subway was operated by steam traction, and only on December 18, 1890 the underground line was switched to electric traction. The first electrified underground line connected central London to the South London Railway, and thus provided a reliable transport link between the business districts of the city center and the south of London.

Construction of the subway was carried out mainly by open method. The first segment built with closed method of work was constructed by engineer Berlow in 1870. Cylindrical bore shield with cast-iron tubing liner assembled with screw joints was used for tunnel boring. The tubes got their name from the word “tub” (tube). The cylindrical shape of the tunnel boring shields created at the time by engineer Greathead is still widely used today in various shield modifications for driving deep tunnels. In the late 40’s of our century in the construction of the subway also found widespread use of reinforced concrete tunnel tubes with bolted joints. It should be noted that the conditions of construction of the London Underground by deep-laid method are very favorable, as the ground is mostly clayey, waterproof, which does not require large waterproofing works.

Later on during the construction of Victoria radius with the length of 25 km (one of the first deep-laid tracks) the hinged-ring tunnel lining was applied. However this method was not widely used due to the insufficient stability of the construction as its reliability was ensured only by the supporting influence of the soil enveloping the tunnel. The most part of the stations of the London subway were constructed with the cast-iron tubing lining. Even now they are widely used during the construction of deep tunnels in the most difficult sections, as they have high reliability and create a strong structure.

During the construction of the London Underground the engineer Thomson designed a mechanical shield, which was first used on the Sengoral line. Later, engineer Price developed a modernized design of the mechanical shield, which with some modifications serves to the present day. The speed of shield tunneling with mechanical shields reaches 20-25 m per day.

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