13, Allsop Place

Summary

1900/0/10440 ALLSOP PLACE 15-DEC-09 13

II Offices. Built 1912-13 as the company headquarters of the Metropolitan Railway to the design of Charles Walter Clarke (1885-1972), Chief Architectural Assistant, under William Willox, Engineer to the MR.

MATERIALS: Reinforced concrete frame; façade clad in white faience.

PLAN: The main building has a broadly symmetrical U plan with a rectangular frontage block facing Allsop Place and two rear wings, from which extend two lower wings supported on piers above the Metropolitan Line platforms and tracks. Although of uniform height, the building is constructed on two levels; the principal façade to Allsop Place being of 4 storeys and the rear part seven. The internal plan has been radically altered to create open-plan offices.

EXTERIOR: Principal block of 3 main storeys plus attic and basement. Described at the time as 'neo-Grec', the facade is executed in a French-inspired classical style. 9 principal bays; the central 3 bays are broader with 3 windows; the outer 3 bays of 2-3-2 windows. Rusticated ground floor with central porch, with additional porch and a bay window in penultimate bays to N and S respectively. Main central entrance porch framed in low quadrant walls, surmounted by pair of cherubs supporting the Company's armorial bearings. Both porches have panelled doors with geometric fanlight. Above ground floor, the bays are separated by pilasters with stylised Ionic capitals. Central windows of the 3-window bays accentuated by moulded architraves and aprons. The upper part of the second storey is decorated with applied railway motifs in cast iron, including wheels, signal posts, buffers and coupling chains. Timber multi-pane sashes; attic windows replaced. Deep modillion cornice and blocking course. Bronze plaque commemorating laying of foundation stone by Lord Aberconway, Chairman of the Metropolitan Railway, on 12 July 1912.

The rear elevations are plain and of little architectural merit.

INTERIOR: The interior is clad throughout in modern materials, with suspended ceilings. There are no visible decorative features, although some may remain concealed by modern finishes.

HISTORY: The Metropolitan Railway (MR) was the world's first underground railway. The first section opened in January 1863 between Paddington, Bishop's Road (now Paddington), and Farringdon Street (now Farringdon). Baker Street station opened on 10 January 1863. On 13 April 1868 two surface-level platforms opened on the north side as part of an intended spur to Swiss Cottage station and the line was incrementally extended north-westwards reaching Aylesbury in 1892. Branch lines were opened from Harrow to Uxbridge (1904), Moor Park to Watford (1925) and finally Wembley Park to Stanmore (1932). To the south-west, the MR absorbed the Hammersmith & City Railway from Paddington to Hammersmith and Kensington in 1867, extended to Richmond by 1877; in 1868 a new branch opened from Edgware Road to South Kensington. To the east, the MR was extended to Moorgate (1865), Liverpool Street (1875) and Aldgate (1876).

The MR was fiercely independent, deliberately cultivating the image of a mainline company (which in effect it was). The line was electrified by 1907, and in 1911 the MR embarked on a comprehensive rebuilding programme in which Baker Street was to be its new company headquarters and flagship station. This was prompted not only by increasing congestion, but also the drive to exploit suburban expansion to the north-west, in which the MR enjoyed a uniquely privileged position whereby it was legally enabled to retain surplus land it had acquired for railway development in the late C19. Thus was born 'Metro-land', the term coined by the MR's publicity department in 1915 and used henceforth in MR marketing, and which rapidly entered common parlance as an idealised evocation of north-west London commuter land. The decision to relocate the MR offices from Westbourne Terrace, Paddington, and various other dispersed locations, was made in 1909, and the new MR headquarters was built 1911-13 in conjunction with the remodelling and extension of Baker Street Station, to the design of Charles Walter Clarke (1885-1972), who was appointed Chief Architectural Assistant to the Engineer of the MR in 1910 and Architect to the railway in 1921. On the ground floor were the offices of the Chairman, General Manager and Chief Engineer. There was a bridge link for staff to Baker Street Station.

The MR remained independent until 1932, having resisted absorption into 'the Combine' which dominated underground railway construction in London until the 1930s. In 1933 the Combine, the MR and all bus and tram networks, were merged into the London Passenger Transport Board, an unsubsidised public corporation, and the MR network became the Metropolitan Line.

SOURCES: Metropolitan Railway Company, Baker Street Station Alterations (booklet printed by the Railway Gazette), 8 January 1912 The Builder, 12 September 1913, 271-273 The Railway Magazine, XXIV, 1914, 339-342

REASON FOR DESIGNATION: 13 Allsop Place is designated for the following principal reasons: * Special architectural interest: principally for the elaborate faience-clad façade decorated with symbols of railway objects; * Special historic interest as the headquarters of the Metropolitan Railway, London's oldest and most prestigious underground raiway, built in conjunction with the remodelling of Baker Street Station at the height of the MR's drive to dominate what became known as 'Metro-land', a concept of its own invention; * Important group value with Baker Street Station.

Reasons for Designation

13 Allsop Place is designated for the following principal reasons:
* Special architectural interest: principally for the elaborate faience-clad façade decorated with symbols of railway objects;
* Special historic interest as the headquarters of the Metropolitan Railway, London's oldest and most prestigious underground railway, built in conjunction with the remodelling of Baker Street Station at the height of the MR's drive to dominate what became known as 'Metro-land', a concept of its own invention;
* Important group value with Baker Street Station.

Details

This list entry was subject to a Minor Amendment on 6 August 2025 to reformat the text to current standards

1900/0/10440

ALLSOP PLACE
13

15-DEC-09

II
Offices. Built 1912-13 as the company headquarters of the Metropolitan Railway to the design of Charles Walter Clarke (1885-1972), Chief Architectural Assistant, under William Willox, Engineer to the MR.

MATERIALS: reinforced concrete frame; façade clad in white faience.

PLAN: the main building has a broadly symmetrical U plan with a rectangular frontage block facing Allsop Place and two rear wings, from which extend two lower wings supported on piers above the Metropolitan Line platforms and tracks. Although of uniform height, the building is constructed on two levels; the principal façade to Allsop Place being of four storeys and the rear part seven. The internal plan has been radically altered to create open-plan offices.

EXTERIOR: principal block of three main storeys plus attic and basement. Described at the time as 'neo-Grec', the facade is executed in a French-inspired classical style. Nine principal bays; the central three bays are broader with three windows; the outer three bays of 2-3-2 windows. Rusticated ground floor with central porch, with additional porch and a bay window in penultimate bays to north and south respectively. Main central entrance porch framed in low quadrant walls, surmounted by pair of cherubs supporting the Company's armorial bearings. Both porches have panelled doors with geometric fanlight. Above ground floor, the bays are separated by pilasters with stylised Ionic capitals. Central windows of the three window bays accentuated by moulded architraves and aprons. The upper part of the second storey is decorated with applied railway motifs in cast iron, including wheels, signal posts, buffers and coupling chains. Timber multi-pane sashes; attic windows replaced. Deep modillion cornice and blocking course. Bronze plaque commemorating laying of foundation stone by Lord Aberconway, Chairman of the Metropolitan Railway, on 12 July 1912.

The rear elevations are plain and of little architectural merit.

INTERIOR: the interior is clad throughout in modern materials, with suspended ceilings. There are no visible decorative features, although some may remain concealed by modern finishes.

HISTORY: The Metropolitan Railway (MR) was the world's first underground railway. The first section opened in January 1863 between Paddington, Bishop's Road (now Paddington), and Farringdon Street (now Farringdon). Baker Street station opened on 10 January 1863. On 13 April 1868 two surface-level platforms opened on the north side as part of an intended spur to Swiss Cottage station and the line was incrementally extended north-westwards reaching Aylesbury in 1892. Branch lines were opened from Harrow to Uxbridge (1904), Moor Park to Watford (1925) and finally Wembley Park to Stanmore (1932). To the south-west, the MR absorbed the Hammersmith & City Railway from Paddington to Hammersmith and Kensington in 1867, extended to Richmond by 1877; in 1868 a new branch opened from Edgware Road to South Kensington. To the east, the MR was extended to Moorgate (1865), Liverpool Street (1875) and Aldgate (1876).

The MR was fiercely independent, deliberately cultivating the image of a mainline company (which in effect it was). The line was electrified by 1907, and in 1911 the MR embarked on a comprehensive rebuilding programme in which Baker Street was to be its new company headquarters and flagship station. This was prompted not only by increasing congestion, but also the drive to exploit suburban expansion to the north-west, in which the MR enjoyed a uniquely privileged position whereby it was legally enabled to retain surplus land it had acquired for railway development in the late C19. Thus was born 'Metro-land', the term coined by the MR's publicity department in 1915 and used henceforth in MR marketing, and which rapidly entered common parlance as an idealised evocation of north-west London commuter land. The decision to relocate the MR offices from Westbourne Terrace, Paddington, and various other dispersed locations, was made in 1909, and the new MR headquarters was built 1911-13 in conjunction with the remodelling and extension of Baker Street Station, to the design of Charles Walter Clarke (1885-1972), who was appointed Chief Architectural Assistant to the Engineer of the MR in 1910 and Architect to the railway in 1921. On the ground floor were the offices of the Chairman, General Manager and Chief Engineer. There was a bridge link for staff to Baker Street Station.

The MR remained independent until 1932, having resisted absorption into 'the Combine' which dominated underground railway construction in London until the 1930s. In 1933 the Combine, the MR and all bus and tram networks, were merged into the London Passenger Transport Board, an unsubsidised public corporation, and the MR network became the Metropolitan Line.

SOURCES: Metropolitan Railway Company, Baker Street Station Alterations (booklet printed by the Railway Gazette), 8 January 1912
The Builder, 12 September 1913, 271-273
The Railway Magazine, XXIV, 1914, 339-342

Legacy

The contents of this record have been generated from a legacy data system.

Legacy System number:

506387

Legacy System:

LBS

Sources

Books and journals
The Builder in 12 September, (1913), 271-273
The Railway Magazine in The Railway Magazine: Volume XXVI, (1914), 339-342

End of official list entry

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