New Road, London: Difference between revisions
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{{short description|Historic London road}} |
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{{Use British English|date=June 2015}} |
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[[File:A plan of London, Westminster, and Southwark (5384794369).jpg|thumb|The New Road (top left) on an 1807 map before the construction of Regent's Park.]] |
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| ⚫ | The '''New Road''' was a [[toll road |
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[[File:1848 Crutchley Pocket Map or Plan of London, England - Geographicus - London-crutchley-1848.jpg|thumb|New Road on an 1848 map after the construction of Regent's Park.]] |
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[[File:1918 map of Euston Road and Marylebone Road, King's Cross to Paddington.jpg|thumb|A 1918 street map showing the stretch of the former New Road from Marylebone Road to Euston Road.]] |
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| ⚫ | The '''New Road''' was a [[toll road]] built across fields around the northern boundaries of London, the first part of which opened in 1756. The route comprises the modern-day A501 ([[Old Marylebone Road]], [[Marylebone Road]], [[Euston Road]], [[Pentonville Road]], [[City Road]], and [[Moorgate]]). |
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==Background== |
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In the [[18th-century London|18th century London]] began to grow rapidly. Until 1750 there was only one road crossing over the [[River Thames]], namely [[London Bridge]]. But the capital started to sprawl, first [[Strand, London|along the river]] from [[City of London|the City]] to [[Westminster]], and then north past [[Soho, London|Soho]] (in medieval times, the king's hunting grounds) to [[Oxford Street]] and beyond. |
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| ⚫ | In 1755 |
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The Proceedings of the [[Old Bailey]] Online Project give a good overview of the demographic growth of the capital. From the early [[19th-century London|19th century, London]] was the largest city in the world.<ref>{{cite web|title=Population History of London|url=https://www.oldbaileyonline.org/enwiki/static/Population-history-of-london.jsp|website=Proceedings of the Old Bailey Online Project|accessdate=7 May 2016}}</ref> |
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The road would leave a point very close to the junction of the [[Harrow Road]] and [[Edgware Road]] and head due east past the northern end of Marylebone Lane to Tottenham Court, and from there via Battle Bridge, St Pancras, to the top of St John's Street in Islington, a short distance from the market. |
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==Early history== |
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| ⚫ | The proposal was referred to a |
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| ⚫ | In 1755 influential residents of [[St Marylebone]], [[Paddington]] and [[Islington]], all separate villages close to London, petitioned Parliament for the right to provide a [[turnpike trust]] road by-passing the northern boundaries of the built up area of London. The road was intended initially as a [[drovers' road]], a route along which to drive cattle and sheep, to the live meat market at [[Smithfield, London|Smithfield]] from roads approaching London from the north and north-west, thus avoiding the congested east–west route via [[Oxford Street]] and [[High Holborn]]. |
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| ⚫ | Royal assent for the Act was granted |
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| ⚫ | The road would begin at a point close to the junction of the [[Harrow Road|Harrow]] and [[Edgware Road]]s and head due east past the northern end of Marylebone Lane to [[Tottenham Court Road|Tottenham Court]], and from there via [[Kings Cross, London#History|Battle Bridge, St Pancras]], to the top of [[St John Street, London|St John's Street]] in Islington, a short distance from the market. The proposal was referred to a parliamentary committee, which, despite opposition from the [[John Russell, 4th Duke of Bedford|Duke of Bedford]], recommended approval; it suggested that responsibility for the road should be divided between two existing trusts, the St Marylebone (for the section from Edgware Road to Tottenham Court, plus a side street that became Portland Road) and the Islington (for the section from Tottenham Court to the [[Angel, Islington]]). |
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At first, each of the administering trusts retained the tolls exacted as travellers passed its gates, but the tickets issued were also valid across the section operated by the other trust. |
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| ⚫ | [[Royal assent]] for the act, the [[Highgate and Hampstead Roads Act 1756]] ([[29 Geo. 2]]. c. 88), was granted on 27 May 1756. The road was to be a minimum of {{convert|40|ft|m}} wide, and no buildings were to be allowed within {{convert|50|ft|m}} of the edge – drovers' roads always needed to be wide. The road was built to a minimum width of {{convert|60|ft|m}}, and very rapidly. Construction at first was fairly crude, involving mainly cutting down hedges and filling in ditches, and the route was bounded by fence posts. |
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Five years later the road was extended at its eastern end south-eastwards to Old Street and onwards terminating near [[Moorgate]]. |
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As examples of revenue, the St Marylebone trust exacted £400 in 1757, which had risen to £700 in 1764. |
Initially, each administering trust retained the tolls exacted as travellers passed [[toll gate|its gates]], but the tickets were also valid across the section operated by the other trust. As examples of revenue, the St Marylebone trust exacted £400 in 1757, which had risen to £700 in 1764. Five years later the road was extended at its eastern end south-eastwards to [[Old Street]] and onwards terminating near [[Moorgate]]. |
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==Later history== |
==Later history== |
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The route |
The route became an important transport link. In due course it was [[Road surface#Gravel surface|improved and metalled]]. During the remainder of the 18th century the northern edge of London's built-up area moved towards the road, finally engulfing it, although the {{convert|50|ft|m}} building margin was enforced. |
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By 1829 much of the road was bordered by fashionable houses, and in that year that the first [[horsebus|horse omnibus]] service in London was established by [[George Shillibeer]]. His example was followed by many others, and the route became the main artery for such traffic for the remainder of the century, linking the sought-after north-western suburbs of '[[Tyburnia]]'<ref>T F T Baker, Diane K Bolton and Patricia E C Croot, 'Paddington: Tyburnia', in A History of the County of Middlesex: Volume 9, Hampstead, Paddington, ed. C R Elrington (London, 1989), pp. 190-198. British History Online http://www.british-history.ac.uk/vch/middx/vol9/pp190-198 [accessed 2 May 2016].</ref> with the financial centre (the [[City of London]]). |
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In 1857, |
In 1857, New Road was renamed, becoming Marylebone Road, Euston Road<ref name=UCL>{{cite web|title=Judd Place West|url=http://www.ucl.ac.uk/bloomsbury-project/streets/judd_place_west.htm|work=UCL Bloomsbury Project|publisher=UCL|accessdate=17 January 2014}}</ref> and Pentonville Road. |
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In 1863, the [[Metropolitan Railway]] opened the first urban underground railway in the world. Most of |
In 1863, the [[Metropolitan Railway]] opened the first urban [[Rapid transit|underground railway]] in the world. Most of the line followed the route of the New Road from [[Paddington railway station|Paddington]] to [[London King's Cross railway station|Kings Cross]] stations. |
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In the |
In the 20th century, with the advent of motor buses and other motor vehicles, the route became an important [[orbital road]] for the northern part of [[inner London]], and part of the [[London Inner Ring Road|inner ring road]]. |
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Currently |
Currently the road as far as the [[Old Street Roundabout]] is the northern boundary of the [[London congestion charge|London Congestion Charge]] area. Traffic can use the route free of charge, but a charge applies when accessing the roads to the south. |
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==References== |
==References and sources== |
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;References |
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{{reflist}} |
{{reflist}} |
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;Sources |
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{{coord|51.5311|-0.1175|type:landmark_region:GB|display=title}} <!-- approximate midpoint --> |
{{coord|51.5311|-0.1175|type:landmark_region:GB|display=title}} <!-- approximate midpoint --> |
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[[Category:Streets in the City of Westminster]] |
[[Category:Streets in the City of Westminster]] |
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[[Category:Streets in Camden]] |
[[Category:Streets in the London Borough of Camden]] |
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[[Category:Streets in Islington]] |
[[Category:Streets in the London Borough of Islington]] |
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Latest revision as of 23:19, 3 June 2024
 | This article needs additional citations for verification. (May 2016) |
.jpg)
The New Road was a toll road built across fields around the northern boundaries of London, the first part of which opened in 1756. The route comprises the modern-day A501 (Old Marylebone Road, Marylebone Road, Euston Road, Pentonville Road, City Road, and Moorgate).
Background
[edit]In the 18th century London began to grow rapidly. Until 1750 there was only one road crossing over the River Thames, namely London Bridge. But the capital started to sprawl, first along the river from the City to Westminster, and then north past Soho (in medieval times, the king's hunting grounds) to Oxford Street and beyond.
The Proceedings of the Old Bailey Online Project give a good overview of the demographic growth of the capital. From the early 19th century, London was the largest city in the world.[1]
Early history
[edit]In 1755 influential residents of St Marylebone, Paddington and Islington, all separate villages close to London, petitioned Parliament for the right to provide a turnpike trust road by-passing the northern boundaries of the built up area of London. The road was intended initially as a drovers' road, a route along which to drive cattle and sheep, to the live meat market at Smithfield from roads approaching London from the north and north-west, thus avoiding the congested east–west route via Oxford Street and High Holborn.
The road would begin at a point close to the junction of the Harrow and Edgware Roads and head due east past the northern end of Marylebone Lane to Tottenham Court, and from there via Battle Bridge, St Pancras, to the top of St John's Street in Islington, a short distance from the market. The proposal was referred to a parliamentary committee, which, despite opposition from the Duke of Bedford, recommended approval; it suggested that responsibility for the road should be divided between two existing trusts, the St Marylebone (for the section from Edgware Road to Tottenham Court, plus a side street that became Portland Road) and the Islington (for the section from Tottenham Court to the Angel, Islington).
Royal assent for the act, the Highgate and Hampstead Roads Act 1756 (29 Geo. 2. c. 88), was granted on 27 May 1756. The road was to be a minimum of 40 feet (12 m) wide, and no buildings were to be allowed within 50 feet (15 m) of the edge – drovers' roads always needed to be wide. The road was built to a minimum width of 60 feet (18 m), and very rapidly. Construction at first was fairly crude, involving mainly cutting down hedges and filling in ditches, and the route was bounded by fence posts.
Initially, each administering trust retained the tolls exacted as travellers passed its gates, but the tickets were also valid across the section operated by the other trust. As examples of revenue, the St Marylebone trust exacted £400 in 1757, which had risen to £700 in 1764. Five years later the road was extended at its eastern end south-eastwards to Old Street and onwards terminating near Moorgate.
Later history
[edit]The route became an important transport link. In due course it was improved and metalled. During the remainder of the 18th century the northern edge of London's built-up area moved towards the road, finally engulfing it, although the 50 feet (15 m) building margin was enforced.
By 1829 much of the road was bordered by fashionable houses, and in that year that the first horse omnibus service in London was established by George Shillibeer. His example was followed by many others, and the route became the main artery for such traffic for the remainder of the century, linking the sought-after north-western suburbs of 'Tyburnia'[2] with the financial centre (the City of London).
In 1857, New Road was renamed, becoming Marylebone Road, Euston Road[3] and Pentonville Road.
In 1863, the Metropolitan Railway opened the first urban underground railway in the world. Most of the line followed the route of the New Road from Paddington to Kings Cross stations.
In the 20th century, with the advent of motor buses and other motor vehicles, the route became an important orbital road for the northern part of inner London, and part of the inner ring road.
Currently the road as far as the Old Street Roundabout is the northern boundary of the London Congestion Charge area. Traffic can use the route free of charge, but a charge applies when accessing the roads to the south.
References and sources
[edit]- References
- ^ "Population History of London". Proceedings of the Old Bailey Online Project. Retrieved 7 May 2016.
- ^ T F T Baker, Diane K Bolton and Patricia E C Croot, 'Paddington: Tyburnia', in A History of the County of Middlesex: Volume 9, Hampstead, Paddington, ed. C R Elrington (London, 1989), pp. 190-198. British History Online http://www.british-history.ac.uk/vch/middx/vol9/pp190-198 [accessed 2 May 2016].
- ^ "Judd Place West". UCL Bloomsbury Project. UCL. Retrieved 17 January 2014.
- Sources
- Sheppard, Francis, Local government in St Marylebone 1688-1835 : University of London Athlone Press (1958)