What are the furthest points north, south, east and west in Britain? Are they worth a visit? How easy are they to get to? In the first of four posts, I go to the northern-most point in Britain. And as getting there is quite a challenge in itself, I won’t tell you where it is straightaway.

ms hjaltland, ms hrossey, northlink ferries, shetland isles

Although the MS Hjaltland and the MS Hrossey are each 7,434 tonnes, the Shetland Islands Council is looking at the need for larger ships with more capacity and which would be better able to withstand the frequently choppy waters of the North Sea.

You can start by getting a train to Aberdeen which is on the north-east coast of Scotland. If you happen to live in Penzance in Cornwall at the other end of Britain you could catch the 08.28 train which will get you into Aberdeen at 21.55, a distance of 722 miles. Incidentally this is the longest single train journey in Britain. Southbound you don’t have to change, but northbound you have to change at Edinburgh. At Aberdeen you board the overnight ferry to Lerwick, capital town of the Shetland Isles. The ship will either be the MS Hjaltland or the MS Hrossey of NorthLink Ferries, each being 7,434 tonnes. The ferry sails at 19.00 (17.00 if the ferry goes via the Orkney Isles) and docks in Lerwick at 07.30 the next morning. It’s 224 miles (or 195 nautical miles). But to make sure of a good nights sleep, there are modern ensuite cabins or comfy reclining sleeper beds.

If you’re in a hurry though, there’s a choice of three or four flights a day from Aberdeen airport, five miles north-west of the city, to Sumburgh airport, 20 miles south of Lerwick, and the flight takes an hour and a quarter.

Lerwick is 600 miles almost due north of London as the crow flies. Bergen in Norway is 223 miles due east and is closer to Lerwick than Scotland’s capital city, Edinburgh, which is 301 miles south. The Arctic Circle is 400 miles further north. Owing to its northerly location, Lerwick, which has a population of 7,500, gets only 5 hours and 49 minutes of daylight at the winter solstice. In contrast, daylight lasts 18 hours and 55 minutes at the summer solstice. For a period of time in the summer, the nights never get completely dark with dark blue elements remaining in the sky.

shetland islands, archipelago, lerwick, unst

The Shetland archipelago forms part of the division between the Atlantic Ocean to the west and the North Sea to the east. Of the 100 or so islands of Shetland, 16 islands are inhabited.

Next you have to get to Unst, the furthermost north island of the Shetlands and which has a population of 652. This involves two car ferry crossings, one of 20 minutes from Toft on Mainland (the name of Shetland’s largest island) to Ulsta on the island of Yell, then a 10 minute ferry from Gutcher on Yell to Belmont on Unst. The 55 miles by road and ferry takes about two and half hours, but there’s no quicker way. There was an airport on Unst, at Baltasound, the main settlement on the island, but this was mothballed in 1996 when flights to the offshore oil rigs were centred on an airport on Mainland. Baltasound is home to the most northerly Meteorological Office weather station in the United Kingdom, as well as the most northerly Post Office.

From the ferry at Belmont it’s a 12 mile drive north on the A968 through Baltasound to Haroldswick, the Viking centre of Unst and home to the Unst Heritage Centre, Valhalla Brewery, and Shetland Distillery Company, and then north-west on the B9086 to Burrafirth and Hermaness. The road is now single track with passing places. The B9086 ends at Burrafirth but a minor road continues to the car park and visitor centre for the Hermaness National Nature Reserve (NNR). The visitor centre is in the former shore station for the Muckle Flugga Lighthouse (see below).

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ForkInTheRoadI recall from a walk in Wensleydale a year or two ago, an unexpected fork in the path that my friend Patrick and I were taking down a hill called Addlebrough. There seemed to be two ways back to our starting point. For some reason the phrase ‘the path not taken’ came into my mind, and I briefly pondered that I might never find out what would have been different if we had taken the other path to the one that we decided to take. Patrick said that the phrase was ‘the road not taken’ and it was the title of well-known poem.

The Road Not Taken is a poem by the American poet Robert Frost in the preface to his collection of poems Mountain Interval which was published in 1916 when Europe was engulfed in the Great War. 

Two roads diverged in a yellow wood,
And sorry I could not travel both
And be one traveller, long I stood
And looked down one as far as I could
To where it bent in the undergrowth;

Then took the other, as just as fair
And having perhaps the better claim,
Because it was grassy and wanted wear;
Though as for that the passing there
Had worn them really about the same,

And both that morning equally lay
In leaves no step had trodden black.
Oh, I kept the first for another day!
Yet knowing how way leads on to way,
I doubted if I should ever come back.

I shall be telling this with a sigh
Somewhere ages and ages hence:
Two roads diverged in a wood, and I —
I took the one less travelled by,
And that has made all the difference

robert frost, american poet, rural life, new england, pulitzer prize

Robert Lee Frost (26 March 1874 – 29 January 1963), the American poet, was born in San Francisco. His poems were often set in rural life in New England in the early 20th century. He was much honored during his lifetime, receiving four Pulitzer Prizes for Poetry.

Frost spent the years 1912 to 1915 in England, and in 1913 he became a close friend of the then writer and literary critic Edward Thomas, after Thomas had reviewed one of the older poet’s collections. They took many walks together in the fields and woods around Frost’s cottage in the village of Dymock in Gloucestershire. In 1915, Frost returned to New Hampshire and he sent Thomas an advance copy of The Road Not Taken.

The poem was intended by Frost as a gentle mocking of indecision, particularly the indecision that Thomas had shown on their walks. Thomas would often choose one fork in the road because he was convinced it would lead them to something, perhaps a patch of rare wild flowers or a particular bird’s nest. When the road failed to yield the hoped-for rarities, Thomas would rue his choice, convinced the other road would have doubtless led to something better.

Frost wrote to Thomas ‘no matter which road you take, you’ll always sigh, and wish you’d taken another.’ Unfortunately Thomas took the poem more seriously (as had college audiences to whom Frost had read his poem), and more personally than Frost had intended.

So close was the friendship that had developed between them when Frost was in England, Thomas and Frost had planned to live side by side in America, writing, teaching, farming. But Thomas was a man plagued by indecision. He also suffered from chronic depression. He found it difficult to choose between a life with Frost and the pull of the fighting in France, even though he despised the jingoism and the hatred of Germans that the press was stoking.

But Thomas was also haunted by the feeling of fear and cowardice he had experienced six months earlier in a stand-off with a gamekeeper that he and Frost had encountered on one of their walks. He felt mocked by events and possibly even by the most important friend he had ever made, and he vowed that he would never again let himself be faced down. The Road Not Taken did not send Thomas to war, but it was the last and pivotal moment in a sequence of events that had brought him to an irreversible decision. He broke the news to Frost. ‘Last week I had screwed myself up to the point of believing I should come out to America & lecture if anyone wanted me to. But I have altered my mind. I am going to enlist on Wednesday if the doctor will pass me.’

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The National Trust has a target of producing 50% of its energy from renewable sources on its land by 2020. It’s a challenging target. The new biomass boiler which was installed at Ickworth Park near Bury St Edmunds in Suffolk and which was switched on in July 2015, is one of five pilot renewable energy projects that will address that goal. This is the story of how trees on the 1,800 acres estate are being turned into fuel.

ickworth park, national trust, ickworth rotunda, nikolaus pevsner, gervase jackson-stops

Completed in 1829, the Rotunda was later described by architectural historian Nikolaus Pevsner as ‘a crazy idea … it makes for a lumpy appearance outside and creates very unsatisfactory shapes for rooms inside’. More recently architectural commentator Gervase Jackson-Stops said the Rotunda was like a ‘huge bulk, newly arrived from another planet’ and an ‘overgrown folly’.

The 199kw boiler is fuelled by wood chip produced from timber taken from the 600 acres of woodland on the estate and it will supply 100% of the fuel for heating the Rotunda and the West Wing. These are the main buildings in the centre of the park, and were the idea of the 4th Earl of Bristol, Frederick Augustus Hervey, who intended to use them as a place to display the treasures he gathered during his 30 years of travel in Europe. The Earl was seen more in Italy than in Suffolk.

Incidentally the Hervey family became more eccentric and more notorious right up to the 20th century; read more here. But ever since Ickworth was passed to the Trust in lieu of death duties following the death in 1951 of the 4th Marquess (and 8th Earl) , the buildings have been a nightmare to heat and the bills for the heating oil have been enormous.

Around 156 tonnes of wood chip fuel would be needed each year in addition to the 40 tonnes that was currently being supplied to the boiler at the Regional Office of the Trust at Westley Bottom a mile away. An independent assessment concluded that extracting this amount from the estate on rotation would be sustainable.

Removal of timber from the estate first started in autumn 2014 when ‘harvesting’ machines extracted non-native softwood trees like Western Red Cedar, Norway Spruce and Larch, from a small area of Lownde Wood in the south of the estate. The logs had to be stacked nearby as the wood chip store still had to be built. This was to be located next to the existing wood store in the north of the estate. In September last year, harvesting of softwood resumed in Lady Katherine’s Wood on the east side of the estate (photos 1 & 2). The harvester cuts the tree at its base, and as the trunk is lifted up, it is fed through rollers. Knives strip the branches off the trunk, and a chain saw cuts the trunk into 12′ lengths. This all seems to happen in just a few seconds and it is fascinating to watch.

ickworth park, national trust, biomass boiler, lady katherines wood, tree harvester

These plantations of softwood were likely planted forty or fifty years ago but they had not been managed for a long time. Not all of the softwood is cleared, no more than 30% of the canopy in fact (photo 3). This is to keep some cover for wildlife until the wood is replanted with native broadleaf species that will improve biodiversity. It also serves to protect the wood from strong winds which could blow down thinly spread trees. Standing and fallen deadwood is left, again for the benefit of wildlife.

The land for the wood chip store had by this time been cleared so all the timber, including that from Lownde Wood, was taken up to wood store in the north of the estate (photos 4) where it was piled into five long stacks (photo 5), enough timber to last Ickworth’s needs for an estimated three and a half years. Ideally the timber needs to be stacked for 18 months to 2 years to dry out before it is chipped.

ickworth park, national trust, biomass boiler, lownde wood, timber stacks

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The Christmas tradition of putting a plastic net bag of gold-foil wrapped chocolate coins in children’s Xmas stockings along with a satsuma or clementine took a bit of knock in 2014. Cadbury’s announced in October that year that it had stopped making its chocolate coins. The chocolate-maker said shoppers had switched to cheaper, own-brand versions sold at supermarkets such as Aldi, Lidl and Poundland, leaving its own sales in decline.

cadburys chocolate coins

As well as declining sales, Cadbury’s said that wrapping the foil around the coin-shaped chocolate was ‘quite fiddly’. Wasn’t fiddling with the foil and trying to remove it intact, part of the attraction of the coins at Christmas. Apparently the last remaining box of 24 bags of coins were snapped up on eBay for £100, well before their sell-by date.

A spokesperson explained that the coins, which were made by a ‘separate contractor’, had proved difficult to sell and that the process of wrapping the foil around the coins was not easy, adding ‘we are sorry to see the coins go, but that’s business’. Making chocolates has always been a business where continuous reinvention seeks to repeat the success of earlier forever popular chocolate bars.

The first company to make a moulded chocolate bar as we know it today was J S Fry & Sons in 1847 at their factory in Bristol, England. Joseph Fry found a way to mix cocoa powder and sugar plus a little melted cocoa butter extracted from the beans, to produce a paste that could be moulded into a chocolate bar suitable for large-scale production. It was coarse and bitter by today’s standards, but it was still a revolution. The paste could also be poured over fillings and in 1866, Fry’s Chocolate Cream was launched (image below).

frys chocolate creamDuring the late 1800s, and early 1900s, the manufacture of cocoa and confectionery in Britain was largely dominated by Cadbury’s in Birmingham, Fry’s in Bristol, and Rowntree’s and Terry’s both in York, all of whom were Quaker families. This wasn’t just a coincidence. The Quakers were social reformers, and extracting cocoa from cocoa beans to make drinks was a reaction against the perceived misery and deprivation caused by alcohol. Then the companies turned to the making of chocolate. But today these names exist only as brands owned by international companies. Cadbury (the ‘s’ was dropped in 2003) and Terry’s are now owned by US-based Mondelēz International, the second-largest confectionery manufacturer in the world after Mars (though Mondelēz is looking to sell the Terry’s brand). Fry’s was taken over by Cadbury’s in 1919, and Rowntree’s is owned by a Finnish company, Raisio Group.

Confectioners Are Swallowed Up 

sharp's super-kreem toffee, sir kreemy knut

Sharp’s introduced Sir Kreemy Knut in 1919 to promote their Super-Kreem Toffee, a dapper aristocratic character with cane and bowler hat. After WWII, Knut was resurrected as a live diminutive sales rep Nobby Clarke, a regular visitor at shows and seaside resorts during the 1950s, who arrived in a Rolls Royce. Sadly none of the brands made by Sharp’s survived for long after its sale to Trebor in 1961.

Though Fry’s was swallowed up in 1919 it wasn’t until the 1960s that other major confectioners went the way of Fry’s, or merged, often a euphemism for a take-over.

Trebor bought Sharp’s in 1961, and Clarnico in 1969. Bassett’s bought Pascall in 1965, and Barratt’s in 1966. Bassett’s then merged with Maynards and Trebor in 1990, and were then bought by Cadbury Schweppes in 1998, and finally by Tangerine Confectionery in 2008 (now the largest independent confectionery company in Britain).

Mackintosh’s bought Wilkinson’s in 1964, Fox’s in 1969, and then merged with Rowntree’s in the same year. In 1988, Rowntree-Macintosh was bought by Nestle, and Paynes was bought by Northern Foods. Fox’s (still owned by Nestle) was bought by Northern Foods in 2001, then Fox’s and Payne’s were bought by Big Bear Confectionery in 2003, which was then bought by Raisio in 2011.

Cadbury’s and Terry’s came to be owned by Mondelēz as a result of Kraft Foods buying Terry’s Suchard in 1993, and Cadbury’s in 2010. A year later, Kraft Foods split in two with the confectionery arm, which included Cadbury and Terry’s, becoming part of Mondelēz.

Some Sweets Still Live on

Though the original confectioners have long gone, their names live on as brands as do some of their most popular lines. Each sweet and each company has its own story, but here are a few snippets.

tangerine confectionery, barratts sherbet fountain

When Tangerine Confectionery, owners of Barratt’s Sherbet Fountain, updated the sweet’s packaging in 2009, they faced a predictable backlash from customers. The new, hermetically sealed fountain may have protected the product from moisture and avoided spillage on newsagents’ shelves, but generations of kids delighted in its original, eccentric, sherbet sucking and tongue tingling form. Tucked in the back pocket, the yellow paper tube looked pleasingly like a stick of dynamite.

Barratt’s Sherbet Fountains was first sold in 1925, the sherbet contained in a paper wrapped cardboard tube with a liquorice ‘straw’ stuck in the top. The tip of the straw was bitten off so as to suck up the sherbet, though it could get clogged up and the stick was then used a dip. The traditional packing was replaced in 2009 by a plastic tube and a solid liquorice stick which caused a media outcry. The Barratt’s factory was in Wood Green, London. By the early 1900s it had become the firm’s custom to give every worker a Christmas present. In December 1913, this took the form of an alarm clock, and it is said that Mr G W Barratt, son of the founder, personally presented about 2,000 of them.

When sales representative for Bassett’s, Charlie Thompson, in 1899 spilt a tray of liquorice and cream paste samples of chips, rocks, buttons, cubes and twists samples in front of a shopkeeper in Leicester, Bassett’s Liquorice Allsorts was born. The resulting colourful mix impressed the chap who placed the first order for ‘allsorts’. Bertie Bassett, Bassett’s promotional mascot was introduced in 1929. Bertie has remained a popular figure ever since and to celebrate his 80th birthday, Cadbury arranged in 2009 for Bertie to marry his sweetheart Betty Bassett in the Sheffield factory where Allsorts were then produced.

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fen-dwellers, reed cutting, lotting fen, the fens, fenland

The livelihoods of many medieval fen-dwellers depended on reed cutting. The rights to cut reed were carefully controlled by manorial courts. Willow and reeds were used in building and thatching houses. In this photo from the early 1900s, Mr Mason of Lotting Fen is still stacking cut reeds in the traditional way.

Around the coast of the Wash in Eastern England lies The Fens or Fenland. Until the early 1600s, it was a vast natural area of marshes and swamps much lower that the chalk and limestone uplands that surround them. Wildlife thrived in the reed marshland and wet woodland, plants and insects flourished on the peat soils, and in the open water fish and birds were abundant. Local people relied on fishing, wildfowling, and the harvesting of reeds for their livelihoods though unpredictable flooding caused many deaths.

To make the land more productive so as to feed a rapidly growing population, the Fens were drained over many centuries. This transformed Fenland from a natural wilderness into miles of intensive farmland with most of the land lying below sea level. It has been described by Ian Rotherham in his book The Lost Fens (2013), as the ‘greatest single ecological catastrophe that ever occurred in England’. Today only four pockets of the original fens survive. The final irony is that the drainage of the Fens has made the land much more susceptible to flooding as a result of the rise in sea levels caused by climate change.

A Potted Natural History

Fenland reaches into four historic counties: Lincolnshire, Cambridgeshire, Huntingdonshire, Norfolk, and a small part of Suffolk, an area of nearly 3,900 sq km (1,500 sq mi). The fens formed about 5,000 years ago as sea-levels rose after the last Ice Age. A fen was the local name for areas of nutrient-rich shallow fresh or salt water in which dead plants did not fully decay. Peat forms from this partially decayed vegetation, and a rich flora of plants grows in this saturated peat. Beavers, otters, water vole and other wildlife thrived in the reed marshland and wet woodland, plants and insects flourished on the peat soils, with abundant fish and birds in the open water.

Nearer the sea were washes, salt marsh and tidal creeks, and in higher areas where the peat grew above the reach of land water, were moors. There were also shallow lakes or meres: Brick, Ramsey, Trundle, Ugg, and Whittlesey Mere. The largest was Whittlesey, which was in Huntingdonshire. It measured 3.5 miles by 2.5 miles, it covered  3,000 acres (1,214 ha) in winter, and it was the largest lake in southern England. There were also isolated areas of higher ground, called ‘islands’, which remained dry when the low-lying fens around them flooded. The largest of the fen-islands is the Isle of Ely, on which the cathedral city of Ely was built, which is 39m above sea level at its highest point.

Early Inhabitants

medieval map of the fens, fen meres, fen islands, the wash, artificial river channels

This partly imagined map of the central part of the Fens in 1070 shows vast area of marsh south of the Wash with eight or so meres, and a variety of ‘islands’. The Ouse and Nene rivers join south of Wisbech, although as can be seen from the map below, they now follow separate artificial channels to the sea.

The fens were densely settled in the Neolithic and Bronze Ages. Timber trackways were used in some places to move around the flooded landscape. Helped by a fall in sea levels, the Romans built a road, the Fen Causeway, from Denver near Downham in Norfolk to Peterborough. Gravel was used to raise the road above the marshland to link what later became East Anglia and central England. The Romans also dug the Car Dyke, an 85-mile (137 km) long ditch which runs along the western edge of the Fens, which is believed to have been used as a canal. But other than this, the Fens were generally left unsettled by the Romans.

After the end of Roman Britain, it is thought that peoples from the Iceni tribe of British Celts may have moved west into the easily defended Fens to avoid the invading Anglo-Saxons who were settling in what would become East Anglia. In Christian Anglo-Saxon England, hermitages on the islands in the Fens became centres of communities, and in the 10th century monastic revival under the Saxon king Edgar, these became monasteries and abbeys such as at Chatteris, Crowland, Ely, Peterborough, Ramsey, and Thorney. Ramsey Abbey, which was founded in 969, became a major centre of religious learning. The abbey’s illuminated manuscript Book of Benefactors, described the island of Ramsey.

The island stretches for some two miles in length … and is garlanded roundabout with alder thickets and reed beds, [and there was] flowering ash for building the church. [The island was] encircled by eel filled marshes … fish and swimming birds.

By the time of the Norman invasion, Ramsey was the fourth richest monastery in the country. Of interest, some of the family and servants of the Danish King Canute (or Cnut) were caught in a storm on Whittlesey Mere in 1020 and nearly drowned. And it is believed that Hereward the Wake, the 11th-century leader of local resistance to the Norman Conquest, sought refuge in the Fens after his escape from the seige by the Normans of the Isle of Ely in 1071.

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Eric ‘Winkle’ Brown

eric winkle brown, university air unit, edinburgh, naval test pilot

Young Eric Brown, aged 18, in the uniform of the University Air Unit at Edinburgh where he learned to fly.

No one ever had to say ‘he’s gone for a Burton’, but how test pilot Eric ‘Winkle’ Brown survived 50 years of flying is remarkable. The only Allied pilot to fly the Komet, a Nazi rocket-powered death trap of an aircraft, he said it was ‘like being in charge of a runaway train’. Captain Brown, born in 1919 in Leith, Scotland, died last Sunday, 21 February, aged 97.

Brown’s claim to unsought fame was that he flew 487 different types of aircraft and made 2,407 aircraft carrier landings, both world records that will never be repeated. He was the most decorated pilot in the Fleet Air Arm (FAA). The newspapers have been rightly generous in their praise of Captain Brown, the Telegraph and the Independent being just two. Here are the highlights of his spectacular flying career.

Brown’s father, Robert, had served in the First World War as a balloon observer and pilot in the Royal Flying Corps (RFC). Brown said that he first flew in a bi-plane at the age of eight whilst sitting in his father’s lap. While still at school in Edinburgh, Brown accompanied his father to the 1936 Berlin Olympics. His father’s RFC background led to them to meeting the boastful Hermann Göring, the chief of the newly-formed Luftwaffe (the Nazi air force), and Ernst Udet, a senior Luftwaffe officer, both First World War aces. Udet took the young Brown for a flight and declared that Brown had the temperament of a fighter pilot and that he must learn to fly.

At the time of the outbreak of war in 1939, Brown, a fluent German speaker, was an exchange teacher in Munich. He was arrested by the SS and briefly imprisoned, but was escorted in his MG sports car to the Swiss border. Back in Britain, he applied to join the RAF bu concluded that ‘there was no rush for my services’. So instead Brown enlisted in the FAA, the branch of the Royal Navy that operates naval aircraft.

eric winkle brown, naval test pilot, fleet air arm, second world war

Brown (dark uniform) with fellow test pilots in the 1940s.

After training, his combat flying began in 1941 as a fighter pilot flying off HMS Audacity, the world’s first auxiliary carrier (a captured and then converted German banana boat) protecting Clydeside-Gibraltar convoys. There were no below-deck hangers so the six aircraft had to stay on the deck. Brown received his first decoration, the DSC, for his bravery and skill in defending a convoy during a heavy and sustained air attack by enemy aircraft. On 21 December 1941 the Audacity was torpedoed by a U-boat whilst escorting convoy OG76. Brown was one of the only two aircrew who survived.

In 1942, he was posted to the Royal Aircraft Establishment (RAE) at Farnborough where he became chief naval test pilot in 1944, flying up to seven allied aircraft a day, including the Soviet MiG-15. One test was for Brown to dive a propeller-engined Spitfire at a staggering Mach reading of 0.86 (more than 600mph). Brown performed the first landing on a carrier of a twin-engined aircraft, a Sea Mosquito, on HMS Indefatigable in March 1944, and the world’s first landing of a jet aircraft, a de Havilland Sea Vampire, on the HMS Ocean in December 1945.

eric winkle brown, me163, komet, naval test pilot, second world war

A Messerschmitt ME163 Komet of the type flown by Brown. The first test flight of the ME163 was in July 1944. It had a phenomenal rate of climb and speed. With only a few minutes flight duration, and with highly inflammable propellants, it was a very dangerous plane to fly. Brown wrote of his flight ‘there was so much to get wrong and virtually no escape route’.

Ten days after the German surrender in May 1945, Brown was at an airfield in Schleswig-Holstein in north-west Germany testing the ‘Komet’, the rocket-powered fighter Messerschmitt 163, the only rocket aircraft ever to have been operational. The Nazis had begun deploying the plane during the last year of the war. Brown was completely fascinated by the tiny and lethally dangerous plane. Only RAE pilots were exempt from flying the planes, but only for a time, and Brown took his chance, despite the reservations of the German ground crew. Once the fuel in the plane had been used up, Brown glided the plane back to the airfield.

In April 1945, Brown, on account of his fluent German, was asked to help with translation at the Bergen-Belsen concentration camp during the Allied interrogations of Josef Kramer and Irma Grese, the commandant of the camp and his assistant. Brown later wrote ‘Two more loathsome creatures it is hard to imagine’, adding that Grese was ‘the worst human being I have ever met’.

Brown also interviewed many Germans including Hermann Göring, Wernher von Braun, the rocket scientist, Willy Messerschmitt and Ernst Heinkel, the aircraft designers. But the interviews were brief, his part was limited to aviation matters, due to the need to begin the Nuremburg Trials. He was present at the interrogation of Heinrich Himmler, head of the entire Nazi police force including the Gestapo, who, under forged papers, had called himself Henrich Hitzinger.

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The Queen made a surprise visit on Tuesday to Bond Street tube station in London to be told that Crossrail is going to be named after her: the Elizabeth line.

One shouldn’t comment on how women are dressed, we should be listening to what they say, but an exception must surely be made here. Her Majesty’s colour-co-ordination was spot on. Crossrail purple, sorry Elizabeth line purple, has been deliberately chosen so as to match the Queen’s outfit (though I think the Queen’s attire is closer to lilac).

The colour purple has been associated with power and wealth going back to the Roman emperors, it’s status stemming from the rarity and cost of the dye originally used to produce it. Queen Elizabeth I forbad anyone except close members of the royal family to wear it. Did Transport for London have to ask the Queen’s permission I wonder?

Crossrail by the way is a £14.8bn east-west underground line, the central London section of which will open in December 2018, with a fleet of new 200-metre-long trains. Amazingly the project is so far on time and on budget.

orange army, her majesty the queen, hi-vis jacket, crossrail, elizabeth line, london underground, purple plaque

The Orange Army is out in force, many of them with seats in the circle. The Queen looks genuinely delighted as one would. But why are the top brass not wearing their hi-vis jackets? Lots of women in the front row, but they didn’t get to give the Queen her purple roundel plaque.

But Elizabeth, that’s four syllables. Though that’s the same as the Victoria line and the Piccadilly line, it doesn’t exactly trip off the tongue, it’s a bit clunky. For instance, you don’t say ‘I’ll take the underground’, you say ‘I’ll take the tube’.

Mmmm, I can’t think what Londoners might call the new line?

Crossrail has been called Crossrail for the past five years so it’s going to be some time before people start calling it something else. And what happens when Crossrail 2 is built. That’s something to keep you awake at night; the ‘Charles line’ or the ‘William line’.

her majesty the queen, mike brown london transport, buckingham palace, bomb shelter, crossrail, elizabeth line, london underground

Queen (Her Majesty). The Victoria line goes right under my house [Buckingham Palace]. But there’s a kink in it to avoid our bomb shelters. I opened that line you know, in 1968.
Mike Brown (London Transport Commissioner). Yes Ma’am. A bit before my time, that’s the year I was born