CHAPTER XXI - Emperor's Gate and Vicinity
This chapter discusses two quite small residential developments of the 1870s in the region of Cromwell Road, which
were built upon land bought in 1866–7 from the third Lord
Kensington by the Metropolitan Railway Company and
Metropolitan District Railway Company for the layout of
their lines, and then found surplus to requirements
(fig. 136).
Emperor's Gate and the West Side of Grenville Place
Of the excess land sold by Lord Kensington to the railway
companies in 1866–7 but not used for purposes of track
layout, one parcel became the site of a successful middleclass development comprising some fifty-eight large
houses and stabling. This was the large remnant of a
roughly triangular area, originally nearly six acres in size,
at the eastern extremity of the Edwardes estate. It abutted
north upon Cornwall Gardens, then in course of building
on land belonging to the Broadwood family, east upon Attwood's Lane and the Alexander estate, and south upon
Redfield Lane, soon to become absorbed in Cromwell
Road. A holding of this awkward shape, cut off from the
rest of the estate by the railway's 'Cromwell Curve', was
not easy to develop. Lord Kensington's advisers may have
therefore perhaps insisted that the railway companies purchase this salient of the estate along with the land that
they strictly needed. This the Metropolitan Railway duly
did in April 1867 for the sum of £24,834. (ref. 1)
The shape of the site was further complicated when the
Metropolitan Railway allowed a Baptist Chapel to be built
near the north-east corner of the site in 1868–9, with initial
access from Cornwall Mews South on Broadwood land to
the north. The history of this chapel, now a Russian
Orthodox Church, is given on page 393.
Figure 136:
Emperor's Gate area. Based on the Ordnance Survey of 1894–6
By January 1869 a promoter had come forward to take
a lease of the chapel and land immediately to its east and,
eventually, to oversee development of the whole site with
a view to purchasing the freehold. This was Joseph Clark,
then described as of Melbourne Villa, Earl's Court Road
(a house later numbered 124 and now demolished). (ref. 2) Little
is known of Clark. Years afterwards he was said to be 'a
wealthy Australian gentleman', a description confirmed by
his address and by the fact that he had children born in
that country in the early 1860s, but he himself was born
in Faringdon, Berkshire, in 1830 or 1831. (ref. 3) Documents
concerning Emperor's Gate call him a builder, but he does
not seem to have pursued that trade extensively in
London. In 1871–2 Clark gave his address as No. 20 The
Cedars, Putney, and in 1876–8 he appears in directories
at No. 252 Camden Road, Holloway, while the 1881 census finds him in brief residence on his Kensington
development at No. 7 Grenville Place. (ref. 4) The date of his
death and extent of his wealth elude discovery.
Development of the site proceeded from 1871–3
onwards, allowing co-ordination with building on the portion of the Alexander estate to the east. Attwood's Lane,
the dividing line between the properties, became
Greenville (soon Grenville) Place. The cramped layout
was devised by Richardson and Waghorn, a firm of
surveyors acting for the Metropolitan Railways. The name
first proposed, in November 1871, was 'Alexandra Gate';
the Metropolitan Board of Works vetoed this, and
'Emperor's Gate' was quickly substituted, perhaps in
honour of the German Emperor. (ref. 5) McLeod's Mews, a thin
strip running parallel to the railway's 'Cromwell Curve'
along the south-west edge of the site, was part of the original layout, but Osten Mews in the extreme west corner
was an afterthought of 1876. The former name, approved
in 1873, seems to commemorate Sir Donald McLeod, a
local resident and ex-Lieutenant-Governor of the Punjab,
who died in November 1872 after attempting to board a
moving train at Gloucester Road Station, falling between
train and platform and suffering fearful mutilation. (ref. 6)
Clark himself (or unnamed builders working under him)
began operations on the west side of Grenville Place. The
first six houses were started in the summer of 1872
immediately east of the chapel, Nos. 1–4 Grenville Place
and Nos. 2 and 3 Emperor's Gate. This brought a court
summons upon Clark, as the frontage line in Grenville
Place could not be approved by the Board of Works until
the railway company and H. B. Alexander had agreed
upon the street's width, but in due course matters were
amicably settled. (ref. 7) There followed houses on the tricky triangular patch between the converging roadways, namely
the modern Nos. 5–7 (consec.) Grenville Place and Nos. 1
and 4–10 (consec.) Emperor's Gate, and two others at the
southern tip of the site backing on to the railway, Nos.
8 and 9 Grenville Place (now demolished). Generally these
plots were first leased to Clark by the Metropolitan Railway on long term and then conveyed to him freehold, in
1874–5. There were some mortgages, but no special financial complications. (ref. 8)
Figure 137:
Nos. 8–10 (consec.) Emperor's Gate, typical elevation.
Joseph Clark, builder, 1873–5
All these edifices were carried out in a hefty, raw variant
of the French town-house style briefly in vogue at this time
(Plate 129a,Plate 129c fig. 137). Upon the basic, traditional greybrick walling and stuccoed ground storey was grafted a
profusion of tight little balconies (indifferently of wrought
ironwork or 'compo' balustrading), brick window surrounds, porticoes with granite columns, and high-slated
mansards. The loss of ornamental cresting on the roofs,
with the painting of brickwork and other defacements, has
marred much of these houses' aspirations to handsomeness. To whose architectural enthusiasms posterity owes
this mélange cannot now be said.
In April 1875 Clark made a new agreement with the
Metropolitan Railway to build more houses. He proceeded
at once with Nos. 11–25 (consec.) Emperor's Gate along
the south-west side of the site, backing on to McLeod's
Mews and the railway. (ref. 9) These houses, all now demolished,
slipped back into the soulless stucco-and-brick style
synonymous with South Kensington, as though Clark had
been exhausted by his previous efforts at pomposity.
Thereafter he assigned the completion of the Emperor's
Gate development to two builders active in the Earl's
Court area, Henry Harris of Warwick Road and Matthew
Scott of Earl's Court Gardens. They, as Clark had done,
first received leases and then bought the freeholds from
the Metropolitan Railway. Harris took the north side overlooking the central 'plantation' and there in 1876–8 built
Nos. 37–47 (consec.) Emperor's Gate, houses unusual
only in that they rise to five full storeys above ground
instead of the commoner four plus attics (Plate 128a).
These are probably the eleven houses here claimed by the
local architect George Edwards as his design. (ref. 10)
Figure 138:
Nos. 26–36 (consec.) Emperor's Gate, typical plans
and elevation. E. Habershon and Brock, architects, Matthew
Scott, builder, 1876–8
Matthew Scott's twelve houses (Nos. 26–36 consec.,
including a No. 33A), were also built in 1876–8. (ref. 11) In contrast to the others, they possess some architectural attractions and help to compensate for the poky character of
the development (Plate 129b,Plate 129d, fig. 138). Though conventional in plan and restricted in width, they mark an attempt
to invigorate the worn-out vocabulary of town-house
design by surface enrichment of the elevations in a
'Gothic' spirit. Profuse, precise, small-scale and eclectic
in character, the ornament smacks of drawing-board
pattern-making. On each house a strong, continuous
balcony with a front of open lozenge-work cuts off the protruding portico and bay window of the necessarily irregular ground storey from the flatter, symmetrical upper
storeys. These balconies, together with the hood moulds
which run from opening to opening above the windows
of the first and second floors, unify the terrace horizontally.
Ten of the houses are set in a straight row but the final
two, Nos. 35 and 36, turn to face east. Almost certainly
the architects of these houses were the reputable firm of
Edward Habershon and Brock, better known as church
architects. Edward Habershon received a lease of some of
Scott's stabling in Osten Mews and McLeod's Mews, and
at the time of his death in 1900 owned the freeholds of
Nos. 29, 32, 33, 33A and 34 Emperor's Gate and a few
of the mews properties. (ref. 12)
Since the demolition of Nos. 11–25 Emperor's Gate in
about 1965, McLeod's Mews scarcely has an identity
today. A large and not inelegant transformer building for
London Transport, built in 1939–40, stands on the south
side near its western end. (ref. 13) Osten Mews, where Harris and
Scott shared the original stabling, has undergone the
fashionable transmogrification of all such backwaters
hereabouts, but in essence is little altered. The layout is
quadrilateral, with stabling in the centre as well as round
the edges. It is shielded from Emperor's Gate proper by
a broad mews arch.
The Emperor's Gate enclave drew the middle-class
inhabitants commonly attracted to this part of Kensington.
Charles Booth, future compiler of the great Life and
Labour of the People in London, was the earliest resident
at No. 6 Grenville Place, where he and his family lived
from about 1875 to 1889. Booth concerned himself with
the sanitary arrangements in 1876 after some bother had
occurred with the drains, and was pleased to find Joseph
Clark 'acting very straightforwardly … I have no doubt
he feels that his credit is at stake', while his wife Mary
decorated the interior (Plate 128b) in green, with Morris
papers. This did not prevent Mary Booth's cousin Beatrice
Potter (later Webb), visiting in 1882, from finding No. 6
Grenville Place 'dark, dull and stuffy and somewhat
smelly, but the inmates exceedingly charming and
lovable'. (ref. 14)
Flats and even certain high-class trades began to appear
in the houses here from the Edwardian period, and hotels
now dominate in Grenville Place. T. S. Eliot lodged with
the vicar of St. Stephen's, Gloucester Road, in the period
1933–40, first at No. 9 Grenville Place and then at the
demolished No. 11 Emperor's Gate. (ref. 15) <In the early 1960s John Lennon and his first wife Cynthia occupied 'a dingy flat' at No. 13 Emperors Gate.>
Nos. 116–156 (even) Cromwell Road
The configuration of the 'Cromwell Curve' left a second,
smaller and more awkward sliver of land to its south after
the completion of railway-building here in about 1871.
This was a narrow segment squeezed between the tracks
from Gloucester Road Station to Earl's Court Station on
the north, and the newly laid out extension of Cromwell
Road to the south (fig. 136). Its frontage on the north side
of Cromwell Road amounted to some 640 feet, but its
maximum depth came to no more than seventy feet. In
other districts the land might have remained unbuilt on,
but in the valuable Kensington of the 1870s it must have
seemed worth attention.
The builder who volunteered to develop the piece was
Thomas Hussey, a sedulous picker-up of left-over properties in the parish. No later than the summer of 1874 Hussey
had agreed to take the land from its freeholder, the
Metropolitan District Railway, and by the end of the year
twelve houses were started. (ref. 16) Five followed in 1875 and
a further four in 1876, making twenty-one in all, corresponding to the numbers 116–156 (even) Cromwell
Road. They were conveyed freehold to Hussey on completion. (ref. 17) There was little distinctive about the finished
houses. They had five full storeys above ground and were
faced in grey brick with the worn-out stucco dressings
which still prevailed. They varied in width and plan to
fit the curve of the railway close behind them; those at
the ends of the terrace were the most squashed, and therefore had broader fronts.
As might have been expected from their noisy and sooty
position, the houses did not do well. The ground floors
of the end houses were quickly appropriated for shops,
while many others succumbed to multi-occupation. (ref. 18) At
No. 122 Cromwell Road, Hussey in 1879 issued a twentyone-year lease at £300–350 per annum permitting a private
boarding-house so long as there was no advertisement or
sign outside, and from their early years this and the three
neighbouring houses (Nos. 118, 120 and 124) functioned
as private hotels or lodging-houses. (ref. 19) Nos. 120 and 122
formed a single hotel until about 1898, but were then converted in about 1899–1900 to a block of flats, Douglas
Mansions (now Mary George House), to designs by Herbert Freyberg, architect. (ref. 20) The result is a mildly piquant
reworking of the dry Italianate fronts, with a squat little
porch carried on Ionic columns in the centre. Most other
houses remain in elevation much as built, though all are
overshadowed by the bulk of the West London Air Terminal behind (see page 337). No. 116 was demolished to
make room for the eastern approach-road to this building
in about 1961.