Baker Street and Waterloo Railway
The Baker Street and Waterloo Railway (BS&WR), also known as the Bakerloo tube, was a railway company established in 1893 that built a deep-level underground "tube" railway in London.[a] The company struggled to fund the work, and construction did not begin until 1898. In 1900, work was hit by the financial collapse of its parent company, the London & Globe Finance Corporation, through the fraud of Whitaker Wright, its main shareholder. In 1902, the BS&WR became a subsidiary of the Underground Electric Railways Company of London (UERL) controlled by American financier Charles Yerkes. The UERL quickly raised the funds, mainly from foreign investors.
When first opened in 1906, the BS&WR's line served nine stations and ran completely underground in a pair of tunnels for 6 kilometres (4 miles) between its northern terminus at
Within the first year of opening it became apparent to the management and investors that the estimated passenger numbers for the BS&WR and the other UERL lines were over-optimistic. Despite improved integration and cooperation with the other tube railways and the later extensions, the BS&WR struggled financially. In 1933, the BS&WR was taken into
Establishment
Origin, 1891–93
The idea of building an underground railway along the approximate route of the BS&WR had been put forward well before it came to fruition at the turn of the century. As early as 1865, a proposal was put forward for a
According to a pamphlet published by the BS&WR in 1906, the idea of constructing the line "originally arose from the desire of a few business men in
In November 1891, notice was given of a
Bills for three similarly inspired new underground railways were also submitted to Parliament for the 1892
Baker Street and Waterloo Railway Act 1893 | |
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Act of Parliament | |
Text of statute as originally enacted |
The route was approved and the bill received
Search for finance, 1893–1903
Although the company had permission to construct the railway, it still had to raise the
Like most legislation of its kind, the act of 1893 imposed a time limit for the compulsory purchase of land and the raising of capital.[d] To keep the powers alive, the BS&WR announced a new bill in November 1895,[14] which included an application for an extension of time. The additional time and permission to raise an extra £100,000 of capital was granted when the Baker Street and Waterloo Railway Act 1896 received royal assent on 7 August 1896.[4][15]
In November 1897, the BS&WR did a deal with the London & Globe Finance Corporation (L&GFC), a mining finance company operated by mining
In 1899, Wright fraudulently concealed large losses by one of the corporation's mines by manipulating the accounts of various L&GFC subsidiary companies.[16] Expenditure for the BS&WR was also high, with the L&GFC having paid out approximately £650,000 (£74.8 million today) by November 1900. In its prospectus of November 1900, the company forecast that it would realise £260,000 a year from passenger traffic, with working expenses of £100,000, leaving £138,240 for dividends after the deduction of interest payments. [18][19] Only a month later, however, Wright's fraud was discovered and the L&GFC and many of its subsidiaries collapsed.[16] Wright himself subsequently committed suicide by taking cyanide during his trial at the Royal Courts of Justice.[20]
The BS&WR struggled on for a time, funding the construction work by making calls on the unpaid portion of its shares,[16] but activity eventually came to a stop and the partly built tunnels were left derelict.[21] Before its collapse, the L&GFC attempted to sell its interests in the BS&WR for £500,000 to an American consortium headed by Albert L. Johnson, but was unsuccessful. However, it attracted the interest of another American consortium headed by financier Charles Yerkes.[4] After some months of negotiations with the L&GFC's liquidator, Yerkes purchased the company for £360,000 plus interest (£41.6 million today).[18][22] He was involved in the development of Chicago's tramway system in the 1880s and 1890s. He came to London in 1900 and purchased a number of the struggling underground railway companies,[e] The BS&WR became a subsidiary of the Underground Electric Railways Company of London (UERL) which Yerkes formed to raise funds to build the tube railways and to electrify the District Railway. The UERL was capitalised at £5 million with the majority of shares sold to overseas investors.[f] Further share issues followed, which raised a total of £18 million by 1903 (equivalent to approximately £2.06 billion today)[18] for use across all of the UERL's projects.[g]
Planning the route, 1893–1904
BS&WR bill, 1896
Baker Street and Waterloo Railway Act 1896 | |
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Act of Parliament | |
While the BS&WR raised money, it continued to develop the plans for its route. The November 1895 bill sought powers to modify the planned route of the tunnels at the Baker Street end of the line and extend them approximately 200 metres (660 ft) beyond their previous end point at the south-eastern corner of Dorset Square to the south-eastern corner of Harewood Square.
New Cross & Waterloo Railway bill, 1898
On 26 November 1897, details of a bill proposed for the 1898 parliamentary session were published by the New Cross and Waterloo Railway (NC&WR), an independent company promoted by James Heath MP, which planned two separate sections of tube line that would connect directly to the BS&WR, extending the line south-east from Waterloo and east from around Marylebone Road.[24][25]
The southern of the NC&WR's two extensions was planned to connect with the BS&WR tunnels under Belvedere Road to the west of Waterloo station and head east under the mainline station to its own station under Sandell Street adjacent to Waterloo East station. The route was then planned to run under Waterloo Road, St George's Circus and London Road to Elephant and Castle. The route then followed New Kent Road and Old Kent Road as far as the London, Brighton and South Coast Railway's Old Kent Road station (closed in 1917). Intermediate stations were to be constructed at St George's Circus, Elephant and Castle (where the NC&WR station would interchange with the C&SLR's station below ground and link to the London, Chatham and Dover Railway's station above ground), in New Kent Road at Munton Road, at the junction of New Kent Road and Old Kent Road, and on Old Kent Road at the junctions with Mina Road, Bowles Road and Commercial Road (now Commercial Way). A power station was planned on the south side of Old Kent Road where it crossed the Grand Surrey Canal (now filled-in) at the junction with St James's Road. This would have provided a delivery route for fuel and a source of water. Tunnels were also planned to connect the BS&WR's proposed depot at Waterloo to the NC&WR's route enabling trains to enter and exit in two directions.[25]
The NC&WR's other planned extension was to branch from the BS&WR's curve under Park Crescent. It was then to curve eastwards under Regent's Park and then run under Longford Street and Drummond Street to end at a station on the west side of Seymour Street (now Eversholt Street) under Euston station. An intermediate station was planned for the junction of Drummond Street and Hampstead Road.[25]
The bill was deposited in Parliament, but no progress was made in the 1898 session and it disappeared afterwards, although the BS&WR presented a modified version of the Euston branch in a bill for the 1899 session.[25][26]
BS&WR bill, 1899
Construction work began in August 1898,[27] although the BS&WR was continuing to develop new route plans. The bill for 1899, published on 22 November 1898, requested more time for the construction works and proposed two extensions to the railway and a modification to part of the previously approved route.[28] The first extension, like the NC&WR's plan from the year before, was to branch from the already-approved route under Park Crescent, but then followed a more northerly route than the NC&WR, running under Regent's Park to cross the park's Outer Circle between Chester Road and Cumberland Gate where a station was to be constructed. The route then followed Cumberland Street West (now Nash Street), Cumberland Market, Cumberland Street East and Edward Street (both now Varndell Street), before ending at a station under Cardington Street on the west side of Euston station.[26]
The second extension was to continue the line west from Marylebone, running under Great James Street and Bell Street (now both Bell Street) to Corlett Street, then turning south to reach the Grand Junction Canal's Paddington Basin to the east of the GWR's Paddington station. A station was to be located directly under the east–west arm of the basin before the line turned north-west, running between the mainline station and the basin, before the two tunnels merged into one. The single tunnel was then to turn north-east, passing under the Regent's Canal to the east of Little Venice, before coming to the surface where a depot was to be built on the north side of Blomfield Road. The BS&WR also planned a power station at Paddington. The final change to the route was a modification at Waterloo to move the last section of the line southwards to end under Addington Street.[26] The aim of these plans was, as the company put it in 1906, "to tap the large traffic of the South London Tramways, and to link up by a direct Line several of the most important Railway termini."[29]
Baker Street and Waterloo Railway Act 1899 | |
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Act of Parliament | |
Dates | |
Royal assent | 1 August 1899 |
The
BS&WR bill, 1900
Baker Street and Waterloo Railway Act 1900 | |
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Act of Parliament | |
In November 1899, the BS&WR announced a bill for the 1900 session.[31] Again, an extension was proposed from Marylebone to Paddington, this time terminating to the east of the mainline station at the junction of Bishop's Road (now Bishop's Bridge Road) and Gloucester Terrace. A station was planned under Bishop's Road, linked to the mainline station by a subway under Eastbourne Terrace. From Waterloo, an extension was planned to run under Westminster Bridge Road and St George's Road to terminate at Elephant and Castle. The BS&WR would connect there with the C&SLR's station as the NC&WR planned two years earlier. A spur was to be provided to a depot and power station that were to be constructed on the site of the School for the Indigent Blind south of St George's Circus.[32]
The Paddington extension was aligned to allow a westward extension to continue to
Minor changes, 1902–04
Baker Street and Waterloo Railway Act 1902 | |
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Act of Parliament | |
Dates | |
Royal assent | 18 November 1902 |
Text of statute as originally enacted |
To make up for the time lost following the collapse of the L&GFC and to restore the BS&WR's finances, the company published a bill in November 1901, which sought another extension of time and permission to change its funding arrangements.
Baker Street and Waterloo Railway Act 1903 | |
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Act of Parliament | |
Dates | |
Royal assent | 11 August 1903 |
Text of statute as originally enacted |
Baker Street and Waterloo Railway (Extension of Time) Act 1903 | |
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Act of Parliament | |
Dates | |
Royal assent | 11 August 1903 |
Revised text of statute as amended |
For the 1903 parliamentary session, the UERL announced bills for the BS&WR and its other tube railways, seeking permission to merge the three companies by transferring the BS&WR's and CCE&HR's powers to the
In the 1904 parliamentary session, the BS&WR sought and received permission for new stations at Lambeth, Regent's Park and Edgware Road.[39][40]
Construction, 1898–1906
Construction commenced in the summer of 1898 under the direction of Sir
The main construction site was located at a substantial temporary staging pier erected in the River Thames a short distance south of the
Two
The tunnel linings were formed from cast iron segments 7⁄8 inch (2.22 cm) thick, which locked together to form a ring with an internal diameter of 12 feet (3.66 m). Once a ring was completed, grout was injected through holes in the segments to fill any voids between the outside edge of the ring and the excavated ground beyond, reducing subsidence.[8] By November 1899 the northbound tunnel reached Trafalgar Square and work on some of the station sites was started, but the collapse of the L&GFC in 1900 led to works gradually coming to a halt. When the UERL was constituted in April 1902, 50 per cent of the tunnelling and 25 per cent of the station work was completed.[45] With funds in place, work restarted and proceeded at a rate of 73 feet (22.25 m) per week,[21] so that by February 1904 virtually all of the tunnels and underground parts of the stations between Elephant & Castle and Marylebone were complete and works on the station buildings were under way.[46] The additional stations were incorporated as work continued elsewhere and Oxford Circus station was altered below ground following a Board of Trade inspection; at the end of 1905, the first test trains began running.[47] Although the BS&WR had permission to continue to Paddington, no work was undertaken beyond Edgware Road.[48]
The BS&WR used a
Stations were provided with surface buildings designed by architect Leslie Green in the UERL house-style.[50] This consisted of two-storey steel-framed buildings faced with red glazed terracotta blocks, with wide semi-circular windows on the upper floor.[i] They were designed with flat roofs to enable additional storeys to be constructed for commercial occupants, maximising the air rights of the property.[51] Except for Embankment, which had a sloping passageway down to the platforms, each station was provided with between two and four lifts and an emergency spiral staircase in a separate shaft.[j] At platform level, the wall tiling featured the station name and an individual geometric pattern and colour scheme designed by Green.[55]
It was originally intended that the electrical supply to the line and stations would be provided by a dedicated generating station at St George's Road, Southwark. This idea was abandoned in 1902 and electricity was instead provided by Lots Road Power Station, operated by the UERL.[4] Six ventilation fans were installed along the line to draw 18,500 cubic feet per minute through the tunnels and out through exhausts placed on the roof of the stations. Fresh air was drawn back down from the surface via the lift and staircase shafts, thus replenishing the air in the tunnels.[56] To reduce the risk of fire, the station platforms were built of concrete and iron and the sleepers were made from the fireproof Australian wood Eucalyptus marginata or jarrah.[57]
The design of the
Opening
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Extent of Railway at transfer to LPTB, 1933
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The official opening of the BS&WR by
The railway had stations at:[61]
The section to Edgware Road was completed and brought into service in two stages:[61]
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While construction was being finished, trains operated out of service beyond Baker Street, reversing at a crossover to the east of the station under construction at Marylebone.[49]
Rolling stock, fares and schedules
The service was provided by a fleet of 108
The carriages operated as electric multiple unit trains without separate locomotives.[63] Passengers boarded and left the trains through folding lattice gates at each end of cars; these gates were operated by gate-men who rode on an outside platform and announced station names as trains arrived.[65] The design was subsequently used for the GNP&BR and the CCE&HR, and became known on the Underground as the 1906 stock or Gate stock. Trains for the line were stabled at the London Road depot south of Kennington Road station.[l]
The line operated from 5:30 am to 12:30 am on weekdays (including Saturdays), and 7:30 am to 12 noon on Sundays.[66] The standard one-way fare following the line's opening was 2d. ("workmen's tickets" at 2d. return were available up to 7:58 am) and a book of 25 tickets was available at 4s. However, the original flat fares were abandoned in July 1906 and replaced with graded fares of between 1d. and 3d.[4] In November 1906, season tickets were introduced along with through tickets with the District Railway (interchanging at Charing Cross). It was not until December 1907 that it was possible to buy a through ticket onto the Central London Railway (via Oxford Circus). The BS&WR abolished its season tickets in October 1908 and replaced them with strip tickets, sold in sets of six, that could be used on the Bakerloo, Piccadilly and Hampstead tubes.[67]
The service frequency as of mid-1906 was as follows:
- Weekdays
- From 5:30 am to 7:30 am: every 5 minutes
- From 7:30 am to 11:30 pm: every 3 minutes
- From 11:30 pm to 12:30 am: every 6 minutes
- Sundays
- From 7:30 am to 11 am: every 6 minutes
- From 11 am to 12 noon: every 3 minutes [66]
Co-operation and consolidation, 1906–10
Despite the UERL's success in financing and constructing the railway, its opening did not bring the financial success that had been expected. In the Bakerloo Tube's first twelve months of operation it carried 20.5 million passengers, less than sixty per cent of the 35 million that had been predicted during the planning of the line.[68] The UERL's pre-opening predictions of passenger numbers for its other new lines proved to be similarly over-optimistic, as did the projected figures for the newly electrified DR – in each case, numbers achieved only around fifty per cent of their targets.[m] 37,000 people used the line on the first day,[69] but in the months following the line's opening only about 20,000–30,000 passengers a day used the service. The number of carriages used by the BS&WR was cut back to three per train at peak times and only two during off-peak hours.[4] The Daily Mail reported in April 1906 that the rush-hour trains were carrying fewer than 100 people at a time.[69] To add to the line's misfortunes, it suffered its first fatality only two weeks after opening when conductor John Creagh was crushed between a train and a tunnel wall at Kennington Road station on 26 March.[70]
The lower than expected passenger numbers were partly due to competition between the tube and sub-surface railway companies, but the introduction of electric trams and motor buses, replacing slower, horse-drawn road transport, took a large number of passengers away from the trains.[71] The Daily Mirror noted at the end of April 1906 that the BS&WR offered poor value for money compared to the equivalent motor bus service, which cost only 1d. per journey, and that passengers disliked the distances that they had to walk between the trains and the lifts.[72] Such problems were not limited to the UERL; all of London's seven tube lines and the sub-surface DR and Metropolitan Railway were affected to some degree. The reduced revenue generated from the lower passenger numbers made it difficult for the UERL and the other railways to pay back the capital borrowed, or to pay dividends to shareholders.[71]
From 1907, in an effort to improve their finances, the UERL, the C&SLR, the CLR and the GN&CR began to introduce fare agreements. From 1908, they began to present themselves through common branding as the Underground.[71]
The UERL's three tube railway companies were still legally separate entities, with their own management, shareholder and dividend structures. There was duplicated administration between the three companies and, to streamline the management and reduce expenditure, the UERL announced a bill in November 1909 that would merge the Bakerloo, the Hampstead and the Piccadilly Tubes into a single entity, the
Extensions
Paddington, 1906–13
Having planned a westward extension in 1900 to Willesden Junction, the company had been unable to decide on a route beyond Paddington and had postponed further construction while it considered options. In November 1905, the BS&WR announced a bill for 1906 that replaced the route from Edgware Road to Paddington approved in 1900 with a new alignment.[75] This had the tunnels crossing under the Paddington basin with the station under London Street. The tunnels were to continue south-east beyond the station as sidings, to end under the junction of Grand Junction Road and Devonport Street (now Sussex Gardens and Sussex Place).[76] In a pamphlet published in 1906 to publicise the Paddington extension, the company proclaimed:
[I]t will thus be seen that the advantages which this line will afford for getting quickly and cheaply from one point of London to another are without parallel. It will link up many of the most important Railway termini, give a connection with twelve other Railway systems, and connect the vast tramway system of the South of London, thus bringing the Theatres and other places of amusement, as well as the chief shopping centres, within easy reach of outer London and the suburbs.[77]
Baker Street and Waterloo Railway Act 1906 | |
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Act of Parliament | |
Dates | |
Royal assent | 4 August 1906 |
The changes were permitted by the Baker Street and Waterloo Railway Act 1906 (
In 1908, the Bakerloo Tube attempted to make the hoped-for extension into north-west London using the existing powers of the
The GWR objected to the reduction of the Bakerloo Tube's Paddington connection to a shuttle and the MR objected to the connection of the two lines, which would be in competition with its line through Kilburn. Parliament rejected the proposed connection and the changes to the NWLR's route and the company's permissions eventually expired without any construction work being carried out. The Bakerloo Tube bill was withdrawn.[79]
London Electric Railway Act 1911 | |
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Act of Parliament | |
Dates | |
Royal assent | 2 June 1911 |
Text of statute as originally enacted |
In November 1910, the LER (of which the Bakerloo Tube was now part) revived plans for the Paddington extension when it published a bill for the 1911 parliamentary session.
Queen's Park and Watford, 1911–17
In 1907, the
The LNWR began construction work on the surface section of the new tracks in 1909.
London Electric Railway Act 1912 | |
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Act of Parliament | |
Dates | |
Royal assent | 7 August 1912 |
Text of statute as originally enacted |
With the extension to Paddington still under construction, the LER published a bill in November 1911 for the continuation to Queen's Park.
Progress on the section from Paddington to Queen's Park was slowed by the start of World War I, so the line was not finished until early 1915.[87] As at Paddington, the three below-ground stations were built to use escalators. Maida Vale and Kilburn Park were provided with buildings in the style of the earlier Leslie Green stations but without the upper storey, which was no longer required for housing lift gear. Warwick Avenue was accessed from a subway under the street.[92] The LNWR rebuilt Queen's Park station with additional platforms for the Bakerloo Tube's and its own electric services and constructed two train sheds for rolling stock, one each side of the station.[93]
Although the tracks were completed to Queen's Park, delays to the completion of the stations caused the extension to open in stages:[61]
- Warwick Avenue, on 31 January 1915
- Maida Vale, on 6 June 1915
- Kilburn Park, on 31 January 1915
- Queen's Park, on 11 February 1915
North of Queen's Park, the LNWR had opened its new lines between Willesden Junction and Watford during 1912 and 1913, together with new stations at Harlesden, Stonebridge Park, North Wembley, Kenton and Headstone Lane.[94] The new tracks between Queen's Park and Willesden Junction opened on 10 May 1915, when Bakerloo Tube services were extended there. On 16 April 1917, the tube service was extended to Watford Junction. North of Queen's Park, the Bakerloo Tube served the following stations:[61]
- Kensal Green
- Willesden Junction
- Harlesden
- Stonebridge Park
- Wembley for Sudbury (now Wembley Central)
- North Wembley
- Kenton
- Harrow & Wealdstone
- Headstone Lane
- Pinner & Hatch End (later Hatch End for Pinner, now Hatch End)
- Carpenders Park, opened 5 May 1919
- Bushey & Oxhey (now Bushey)
- Watford High Street
- Watford Junction
For the extension to Queen's Park, the LER supplemented the existing rolling stock with 14 new carriages ordered from
Camberwell and south-east London
The southern termination of the line at Elephant & Castle presented the opportunity for the line to be extended further, to serve Camberwell and other destinations in south-east London. In 1913, the Lord Mayor of London announced a proposal for the Bakerloo Tube to be extended to the Crystal Palace via Camberwell Green, Dulwich and Sydenham Hill, but nothing was done to implement the plan.[96] In 1921, the LER costed an extension to Camberwell, Dulwich and Sydenham and in 1922 plans for an extension to Orpington via Loughborough Junction and Catford were considered. In 1928, a route to Rushey Green via Dulwich was suggested. Again, no action was taken, although the London and Home Counties Traffic Advisory Committee approved an extension to Camberwell in 1926.[97]
In 1931, an extension to Camberwell was approved as part of the London Electric Metropolitan District and Central London Railway Companies (Works) Act, 1931.
Improvements, 1914–28
Overcrowding was a major problem at many stations where interchanges were made with other Underground lines and efforts were made in a number of places to improve passenger movements. In 1914, work was carried out to provide larger ticket halls and install escalators at Oxford Circus, Embankment and Baker Street. In 1923, further work at Oxford Circus provided a combined Bakerloo and CLR ticket hall and added more escalators serving the CLR platforms. In 1926, Trafalgar Square and Waterloo received escalators, the latter in conjunction with expansion of the station as part of the CCE&HR's extension to Kennington. Between 1925 and 1928, Piccadilly Circus station saw the greatest reconstruction. A large circular ticket hall was excavated below the road junction with multiple subway connections from points around the Circus and two flights of escalators down to the Bakerloo and Piccadilly platforms were installed.[100]
Move to public ownership, 1923–33
Despite closer co-operation and improvements made to the Bakerloo stations and to other parts of the network, the Underground railways continued to struggle financially. The UERL's ownership of the highly profitable London General Omnibus Company (LGOC) since 1912 had enabled the UERL group, through the pooling of revenue, to use profits from the bus company to subsidise the less profitable railways.[o] However, competition from numerous small bus companies during the early 1920s eroded the profitability of the LGOC and had a negative impact on the profitability of the whole UERL group.[102]
To protect the UERL group's income, its chairman
Legacy
The plan for the extension to Camberwell was kept alive throughout the 1930s and, in 1940, the permission was used to construct sidings beyond Elephant & Castle. After the Second World War, the plans were revised again, with stations located under Walworth Road and Camberwell Green, and the extension appeared on tube maps in 1949.
One of the LPTB's first acts in charge of the Bakerloo line was the opening of a new station at South Kenton on 3 July 1933.[61] As part of the LPTB's New Works Programme announced in 1935, new tube tunnels were constructed from Baker Street to the former MR station at Finchley Road and the Bakerloo line took over the stopping service to Wembley Park and the MR's Stanmore branch.[109] The service opened in November 1939 and remained part of the Bakerloo line until 1979 when it transferred to the Jubilee line.[61]
The Bakerloo line's Watford service frequency was gradually reduced and from 1965 ran only during rush hours. In 1982, the service beyond Stonebridge Park was ended as part of the fall-out of the cancellation of the Greater London Council's Fares Fair subsidies policy.[110] A peak hours service was restored to Harrow & Wealdstone in 1984 and a full service was restored in 1989.[111]
Notes and references
Notes
- ^ A "tube" railway is an underground railway constructed in a cylindrical tunnel by the use of a tunnelling shield, usually deep below ground level, as opposed to "cut-and-cover". See Tunnel#Construction.
- ^ In its first year of operation the C&SLR carried 5.1 million passengers.[6]
- Central London Railway Act 1891 received royal assent on 5 August 1891, the Great Northern & City Railway Act 1892 received royal assent on 28 June 1892, the Waterloo and City Railway Act 1893 received royal assent on 8 March 1893 and the Charing Cross, Euston & Hampstead Railway Act 1893 received royal assent on 24 August 1893.[11]
- ^ Time limits were included in such legislation to encourage the railway company to complete the construction of its line as quickly as possible. They also prevented unused permissions acting as an indefinite block to other proposals.
- Great Northern and Strand Railway.[22]
- Boston).[22]
- ^ Like many of Yerkes' schemes in the United States, the structure of the UERL's finances was highly complex and involved the use of novel financial instruments linked to future earnings. Over-optimistic expectations of passenger usage meant that many investors failed to receive the returns expected.[23]
- cut and cover tunnel dug under the road between Paddington and Farringdon. By 1899, it was extended far out into Middlesex, Hertfordshire and Buckinghamshire.
- ^ Trafalgar Square and Regent's Park stations were built with subway access from the street instead of surface buildings. Waterloo station was provided with a simple archway entrance in the UERL style without the normal station building.
- ^ During the planning phase, the station at Marylebone was named to correspond with the main line station it served. It was opened as Great Central at the request of Sam Fay, the Great Central Railway's chairman.[62]
- ^ Trains entered service by running north into Kennington Road station.
- ^ The UERL had predicted 60 million passengers for the GNP&BR and 50 million for the CCE&HR in their first year of operation, but achieved 26 and 25 million respectively. For the DR it had predicted an increase to 100 million passengers after electrification, but achieved 55 million.[68]
- ^ The merger was carried out by transferring the assets of the BS&WR and the CCE&HR to the GNP&BR and renaming the GNP&BR the London Electric Railway.
- ^ By having a virtual monopoly of bus services, the LGOC was able to make large profits and pay dividends far higher than the underground railways ever had. In 1911, the year before its take over by the UERL, the dividend had been 18 per cent.[101]
References
- ^ a b Length of line calculated from distances given at "Clive's Underground Line Guides, Bakerloo line, Layout". Clive D. W. Feathers. Archived from the original on 24 November 2009. Retrieved 7 November 2009.
- ^ Lee 1966, p. 7.
- ^ Lee 1966, p. 8.
- ^ a b c d e f g h i j k Lee, Charles E. (March 1956). "Jubilee of the Bakerloo Railway – 1". The Railway Magazine: 149–156.
- ^ Short History 1906, p. 1.
- ^ Wolmar 2005, p. 321.
- ^ a b "No. 26225". The London Gazette. 20 November 1891. pp. 6145–6147.
- ^ a b c d e Badsey-Ellis 2005, p. 56.
- ^ "No. 26387". The London Gazette. 31 March 1893. p. 1987.
- ^ Badsey-Ellis 2005, p. 78.
- ^ Badsey-Ellis 2005, pp. 47, 57, 59, 60.
- ^ Badsey-Ellis 2005, p. 61.
- ^ Badsey-Ellis 2005, pp. 57, 112.
- ^ a b "No. 26682". The London Gazette. 21 November 1895. pp. 6410–6411.
- ^ a b "No. 26767". The London Gazette. 11 August 1896. pp. 4572–4573.
- ^ a b c d e Badsey-Ellis 2005, pp. 113–114.
- ^ "The Baker Street and Waterloo Railway". The Times (35808): 7–8. 20 April 1899. Retrieved 7 November 2009.
- ^ a b c d UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 11 June 2022.
- ^ Expenditure is recorded as £654,705 10s 7d in a prospectus issued by the BS&WR in November 1900 – "The Baker Street and Waterloo Railway – Prospectus". The Times. 13 November 1900. Retrieved 7 November 2009.
- ^ Horne 2001, p. 9.
- ^ a b Day & Reed 2008, p. 69.
- ^ a b c Badsey-Ellis 2005, p. 118.
- ^ Wolmar 2005, pp. 170–172.
- ^ "No. 26914". The London Gazette. 26 November 1897. pp. 7057–7059.
- ^ a b c d Badsey-Ellis 2005, pp. 77–78.
- ^ a b c d Badsey-Ellis 2005, p. 84.
- ^ Wolmar 2005, p. 168.
- ^ "No. 27025". The London Gazette. 22 November 1898. pp. 7070–7073.
- ^ a b c d Short History 1906, p. 3.
- ^ "No. 27105". The London Gazette. 4 August 1899. pp. 4833–4834.
- ^ "No. 27137". The London Gazette. 21 November 1899. pp. 7181–7183.
- ^ a b c Badsey-Ellis 2005, pp. 84–85.
- ^ "No. 27218". The London Gazette. 7 August 1900. pp. 4857–4858.
- ^ "No. 27380". The London Gazette. 26 November 1901. p. 8129.
- ^ "No. 27497". The London Gazette. 21 November 1902. p. 7533.
- ^ "No. 27498". The London Gazette. 25 November 1902. pp. 7992–7994.
- ^ Badsey-Ellis 2005, p. 203.
- ^ "No. 27588". The London Gazette. 14 August 1903. pp. 5143–5144.
- ^ "No. 27618". The London Gazette. 20 November 1903. pp. 7203–7204.
- ^ "No. 27699". The London Gazette. 26 July 1904. pp. 4827–4828.
- ^ Horne 2001, p. 7.
- ^ Pennick 1983, p. 19.
- ^ a b Pennick 1983, p. 21.
- ^ Pennick 1983, p. 22.
- ^ "The Underground Electric Railways Company of London (Limited)". The Times (36738): 12. 10 April 1902. Retrieved 7 November 2009.
- ^ "Railway And Other Companies – Baker Street and Waterloo Railway". The Times (37319): 14. 17 February 1904. Retrieved 7 November 2009.
- ^ Wolmar 2005, p. 173.
- ^ Horne 2001, p. 20.
- ^ a b Horne 2001, p. 19.
- ^ Wolmar 2005, p. 175.
- ^ Lee 1966, p. 15.
- ^ Wolmar 2005, p. 188.
- ^ Connor 2006, plans of stations.
- ^ "Clive's Underground Line Guides, Lifts and Escalators". Clive D. W. Feathers. Archived from the original on 14 November 2009. Retrieved 7 November 2009.
- ^ Horne 2001, p. 18.
- ^ Short History 1906, p. 14.
- ^ Short History 1906, p. 13.
- ^ Horne 2001, p. 17.
- ^ Wolmar 2005, pp. 174–175.
- ^ "1908 tube map". A History of the London Tube Maps. Archived from the original on 23 February 2009. Retrieved 7 November 2009.
- ^ a b c d e f g h i j Rose 1999.
- ^ Day & Reed 2008, p. 71.
- ^ a b Horne 2001, pp. 12–13.
- ^ Horne 2001, p. 13.
- ^ Day & Reed 2008, p. 70.
- ^ a b Short History 1906, p. 15.
- ^ Lee, Charles E. (March 1956). "Jubilee of the Bakerloo Railway – 1". The Railway Magazine: 255–259.
- ^ a b Wolmar 2005, p. 191.
- ^ a b Lee 1966, p. 13.
- ^ "First Bakerloo Tragedy". Daily Mirror. 31 March 1906. p. 5.
- ^ a b c Badsey-Ellis 2005, pp. 282–283.
- ^ "Expensive 'Bakerloo' Fares". Daily Mirror. 30 April 1906. p. 4.
- ^ "No. 28311". The London Gazette. 23 November 1909. pp. 8816–8818.
- ^ "No. 28402". The London Gazette. 29 July 1910. pp. 5497–5498.
- ^ "No. 27856". The London Gazette. 21 November 1905. pp. 8124–8126.
- ^ a b Badsey-Ellis 2005, pp. 267–268.
- ^ Short History 1906, p. 7.
- ^ "No. 27938". The London Gazette. 7 August 1906. pp. 5453–5454.
- ^ a b c Badsey-Ellis 2005, pp. 264–267.
- ^ "No. 28199". The London Gazette. 24 November 1908. pp. 8824–8827.
- ^ Badsey-Ellis 2005, pp. 80–81.
- ^ "No. 28199". The London Gazette. 24 November 1908. pp. 8951–8952.
- ^ "No. 28439". The London Gazette. 22 November 1910. pp. 8408–8411.
- ^ Horne 2001, pp. 28–29.
- ^ "No. 28500". The London Gazette. 2 June 1911. p. 4175.
- ^ "Paddington Linked Up With The "Bakerloo" Line". The Times (40383): 70. 1 December 1913. Retrieved 7 November 2009.
- ^ a b Horne 2001, p. 29.
- ^ a b c Badsey-Ellis 2005, pp. 268–270.
- ^ Horne 2001, p. 27.
- ^ "No. 28552". The London Gazette. 21 November 1911. pp. 8615–8620.
- ^ "No. 28634". The London Gazette. 9 August 1912. pp. 5915–5916.
- ^ Horne 2001, p. 30.
- ^ a b Horne 2001, p. 31.
- ^ a b Horne 2001, p. 33.
- ^ Horne 2001, p. 37.
- ^ Badsey-Ellis 2005, p. 268.
- ^ a b Horne 2001, pp. 40–41.
- ^ "No. 33699". The London Gazette. 17 March 1931. pp. 1809–1811.
- ^ "No. 33761". The London Gazette. 9 October 1931. p. 6462.
- ^ Horne 2001, pp. 38–39.
- ^ Wolmar 2005, p. 204.
- ^ Wolmar 2005, p. 259.
- ^ Wolmar 2005, pp. 259–262.
- ^ "No. 33668". The London Gazette. 9 December 1930. pp. 7905–7907.
- ^ Wolmar 2005, p. 266.
- ^ "History of the London Tube Map, 1949 tube map". London Transport. June 1949. Archived from the original on 25 January 2008. Retrieved 7 November 2009.
- ^ Horne 2001, p. 57.
- ^ Horne 2001, pp. 63–66.
- ^ Horne 2001, pp. 46–48.
- ^ Horne 2001, pp. 72–73.
- ^ Horne 2001, p. 78.
Bibliography
- Short History and Description of the Baker Street and Waterloo Railway. Baker Street and Waterloo Railway Company. 1906.
- Badsey-Ellis, Antony (2005). London's Lost Tube Schemes. Harrow: Capital Transport. ISBN 978-1-85414-293-1.
- Connor, J.E. (2006) [2001]. London's Disused Underground Stations. Harrow: Capital Transport. ISBN 978-1-85414-250-4.
- Day, John R; Reed, John (2008) [1963]. The Story of London's Underground. Harrow: Capital Transport. ISBN 978-1-85414-316-7.
- Horne, Mike (2001). The Bakerloo Line: An Illustrated History. Harrow: Capital Transport. ISBN 978-1-85414-248-1.
- Lee, Charles E. (1966). Sixty years of the Bakerloo. London: London Transport.
- Pennick, Nigel (1983). Early Tube Railways of London. Cambridge: Electric Traction Publications.
- Rose, Douglas (1999) [1980]. The London Underground, A Diagrammatic History. Harrow: Douglas Rose/Capital Transport. ISBN 978-1-85414-219-1.
- ISBN 978-1-84354-023-6.