Central London Railway
![Route diagram showing the railway as a red line running from Ealing Broadway at left to Liverpool Street at right](http://upload.wikimedia.org/wikipedia/commons/thumb/a/a6/Central_London_Railway.png/436px-Central_London_Railway.png)
The Central London Railway (CLR), also known as the Twopenny Tube, was a deep-level, underground "tube" railway[note 1] that opened in London in 1900. The CLR's tunnels and stations form the central section of the London Underground's Central line.
The railway company was established in 1889, funding for construction was obtained in 1895 through a syndicate of financiers and work took place from 1896 to 1900. When opened, the CLR served 13 stations and ran completely underground in a pair of tunnels for 9.14 kilometres (5.68 mi) between its western terminus at Shepherd's Bush and its eastern terminus at the Bank of England, with a depot and power station to the north of the western terminus.[1] After a rejected proposal to turn the line into a loop, it was extended at the western end to Wood Lane in 1908 and at the eastern end to Liverpool Street station in 1912. In 1920, it was extended along a Great Western Railway line to Ealing to serve a total distance of 17.57 kilometres (10.92 mi).[1]
After initially making good returns for investors, the CLR suffered a decline in passenger numbers due to increased competition from other underground railway lines and new motorised buses. In 1913, it was taken over by the
Establishment
Origin, 1889–1892
![Route diagram showing the railway running from Queen's Road at left to King William Street at right](http://upload.wikimedia.org/wikipedia/commons/thumb/c/c1/Central_London_Railway_1889.png/255px-Central_London_Railway_1889.png)
In November 1889, the CLR published a notice of a
The tunnels were to be 11 feet (3.35 m) in diameter, constructed with a tunnelling shield, and would be lined with cast iron segments. At stations, the tunnel diameter would be 22 feet (6.71 m) or 29 feet (8.84 m) depending on layout. A depot and power station were to be constructed on a 1.5-acre (0.61 ha) site on the west side of Queen's Road. Hydraulic lifts from the street to the platforms were to be provided at each station.[4]
The proposals faced strong objections from the Metropolitan and District railways (MR and DR) whose routes on the Inner Circle,[note 2] to the north and the south respectively, the CLR route paralleled; and from which the new line was expected to take passengers. The City Corporation also objected, concerned about potential damage to buildings close to the route caused by subsidence as was experienced during the construction of the C&SLR. The Dean and Chapter of St Paul's Cathedral objected, concerned about the risks of undermining the cathedral's foundations. Sir Joseph Bazalgette objected that the tunnels would damage the city's sewer system. The bill was approved by the House of Commons, but was rejected by the House of Lords, which recommended that any decision be postponed until after the C&SLR had opened and its operation could be assessed.[5]
![Route diagram showing the railway running from Shepherd's Bush at left to Cornhill at right](http://upload.wikimedia.org/wikipedia/commons/thumb/2/2d/Central_London_Railway_1891.png/291px-Central_London_Railway_1891.png)
Central London Railway Act 1891 | |
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Act of Parliament | |
![]() 54 & 55 Vict. c. cxcvi | |
Dates | |
Royal assent | 5 August 1891 |
Text of statute as originally enacted |
Central London Railway Act 1892 | |
---|---|
Act of Parliament | |
![]() 55 & 56 Vict. c. ccxli | |
Dates | |
Royal assent | 28 June 1892 |
In November 1890, with the C&SLR about to start operating, the CLR announced a new bill for the 1891 parliamentary session.
![Route diagram showing the railway running from Shepherd's Bush at left to Liverpool Street at right](http://upload.wikimedia.org/wikipedia/commons/thumb/b/b3/Central_London_Railway_1892.png/306px-Central_London_Railway_1892.png)
The money to build the CLR was obtained through a
Construction, 1896–1900
To design the railway, the CLR employed the engineers
![A corner view showing both elevations of a beige terracotta building. The ground floor includes exits from the station and the upper storeys feature a combined brick and terracotta elevation.](http://upload.wikimedia.org/wikipedia/commons/thumb/f/ff/Oxford_Circus_tube_station_-_Central_Line_Entrance.jpg/250px-Oxford_Circus_tube_station_-_Central_Line_Entrance.jpg)
Central London Railway Act 1894 | |
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Act of Parliament | |
![]() 57 & 58 Vict. c. lvii | |
Dates | |
Royal assent | 3 July 1894 |
Text of statute as originally enacted |
Like most legislation of its kind, the Central London Railway Act 1891 imposed a time limit for the
Negotiations with the GER for the works under Liverpool Street station were unsuccessful, and the final section beyond Bank was only constructed for a short distance as sidings. To minimise the risk of subsidence, the routing of the tunnels followed the roads on the surface and avoided passing under buildings. Usually the tunnels were bored side by side 60–110 feet (18–34 m) below the surface, but where a road was too narrow to allow this, the tunnels were aligned one above the other, so that a number of stations have platforms at different levels.[20] To assist with the deceleration of trains arriving at stations and the acceleration of trains leaving, station tunnels were located at the tops of slight inclines.[21]
Central London Railway Act 1899 | |
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Act of Parliament | |
![]() 62 & 63 Vict. c. clxxxv |
Tunnelling was completed by the end of 1898,
Apart from Bank, which was completely below ground, all stations had buildings designed by
Opening
![A poster titled "Central London (Tube) Railway" with the sub-title "Take The Twopenny Tube And Avoid All Anxiety". It shows, in a series of illustrated panels, the ease with which passengers (in Edwardian dress) may purchase tickets, hand them in to the ticket collector, use the lift, board the train and the travel quickly to their destination. The railway's route from Shepherd's Bush to Bank is indicated in a simple line map.](http://upload.wikimedia.org/wikipedia/commons/thumb/7/7b/Central_London_%28Tube%29_Railway_Poster%2C_1905.png/170px-Central_London_%28Tube%29_Railway_Poster%2C_1905.png)
The official opening of the CLR by the Prince of Wales took place on 27 June 1900, one day before the time limit of the 1899 Act,[17] although the line did not open to the public until 30 July 1900.[26][note 4] The railway had stations at:[28]
- Shepherd's Bush
- Holland Park
- Notting Hill Gate
- Queen's Road (now Queensway)[28]
- Lancaster Gate
- Marble Arch
- Bond Street (opened 24 September 1900)[28]
- Oxford Circus
- Tottenham Court Road
- British Museum (closed 1933)[28]
- Chancery Lane
- Post Office (now St. Paul's)[28]
- Bank
The CLR charged a flat fare of two
Rolling stock
Greathead had originally planned for the trains to be hauled by a pair of small electric locomotives, one at each end of a train, but the
![technical line drawing showing side, top front and cross section views of a railway locomotive](http://upload.wikimedia.org/wikipedia/commons/thumb/8/88/276._Central_London_Railway_Gearless_Locomotive.jpg/220px-276._Central_London_Railway_Gearless_Locomotive.jpg)
Soon after the railway opened, complaints about vibrations from passing trains began to be made by occupiers of buildings along the route. The vibrations were caused by the heavy, largely unsprung locomotives which weighed 44 tons (44.7 tonnes). The Board of Trade set up a committee to investigate the problem, and the CLR experimented with two solutions. For the first solution, three locomotives were modified to use lighter motors and were provided with improved suspension, so the weight was reduced to 31 tons (31.5 tonnes), more of which was sprung to reduce vibrations; for the second solution, two six-carriage trains were formed that had the two end carriages converted and provided with driver's cabs and their own motors so they could run as multiple units without a separate locomotive. The lighter locomotives did reduce the vibrations felt at the surface, but the multiple units removed it almost completely and the CLR chose to adopt that solution. The committee's report, published in 1902,[35] also found that the CLR's choice of 100 lb/yard (49.60 kg/m) bridge rail for its tracks rather than a stiffer bullhead rail on cross sleepers contributed to the vibration.[36]
Following the report, the CLR purchased 64 driving motor carriages for use with the existing stock; together, these were formed into six- or seven-carriage trains. The change to multiple unit operation was completed by June 1903 and all but two of the locomotives were scrapped. Those two were retained for shunting use in the depot.[37]
Extensions
Reversing loops, 1901
![Route diagram showing the railway running from Shepherd's Bush at left to Liverpool Street at right, with small loops extending beyond the termini at each end](http://upload.wikimedia.org/wikipedia/commons/thumb/7/73/Central_London_Railway_1901.png/291px-Central_London_Railway_1901.png)
The CLR's ability to manage its high passenger numbers was constrained by the service interval that it could achieve between trains. This was directly related to the time taken to turn around trains at the termini. At the end of a journey, a locomotive had to be disconnected from the leading end of the train and run around to the rear, where it was reconnected before proceeding in the opposite direction; an exercise that took a minimum of 2½ minutes.
The CLR bill was one of more than a dozen tube railway bills submitted to Parliament for the 1901 session,[note 7] To review the bills on an equal basis, Parliament established a joint committee under Lord Windsor,[41] but by the time the committee had produced its report, the parliamentary session was almost over and the promoters of the bills were asked to resubmit them for the following 1902 session. Among the committee's recommendations were the withdrawal of the CLR's City loop,[42] and that a quick, tube route from Hammersmith to the City of London would benefit London's commuters.[43][note 8]
Loop line, 1902–1905
![Route diagram showing the railway as an elongated, narrow loop with roughly parallel lines running from Shepherd's Bush at left to Bank at right with a loop starting and ending at Bank via Liverpool Street](http://upload.wikimedia.org/wikipedia/commons/thumb/5/5b/Central_London_Railway_1902.png/291px-Central_London_Railway_1902.png)
Rather than resubmit its 1901 bill, the CLR presented a much more ambitious alternative for the 1902 parliamentary session. The reversing loops were dropped, and the CLR instead proposed to turn the whole railway into a single large loop by constructing a new southern route between the two existing end points, adopting the committee's recommendation for a Hammersmith to City route.
From Hammersmith, the CLR's route was to turn eastwards and run under Hammersmith Road and Kensington High Street with interchange stations at the DR's Addison Road (now Kensington Olympia) and High Street Kensington stations. From Kensington High Street, the route was to run along the south side of Kensington Gardens beneath Kensington Road, Kensington Gore and Knightsbridge. Stations were to be constructed at the Royal Albert Hall and the junction of Knightsbridge and Sloane Street, where the Brompton & Piccadilly Circus Railway (B&PCR) already had permission to build a station.[note 10] From Sloane Street, the CLR's proposed route ran below that approved for the B&PCR under the eastern portion of Knightsbridge, under Hyde Park Corner and along Piccadilly to Piccadilly Circus. At Hyde Park Corner, a CLR station was to be sited close to the B&PCR's station and the CLR's next station at St James's Street was a short distance to the east of the B&PCR's planned Dover Street station. At Piccadilly Circus, the CLR planned an interchange with the partially completed station of the stalled Baker Street and Waterloo Railway. The CLR route was then to turn south-east beneath Leicester Square to a station at Charing Cross and then north-east under Strand to Norfolk Street to interchange with the planned terminus of the Great Northern & Strand Railway.[44][note 10]
The route was then to continue east under Fleet Street to Ludgate Circus for an interchange with the South Eastern and Chatham Railway's (SECR's) Ludgate Hill station, then south under New Bridge Street, and east into Queen Victoria Street where a station was planned to connect to the District Railway's Mansion House station. The route was then to continue under Queen Victoria Street to reach the CLR's station at Bank, where separate platforms below the existing ones were to be provided. The final section of the route developed on the proposed loop from the year before with tunnels winding under the city's narrow, twisting streets. The tunnels were to run east, one below the other, beneath Cornhill and Leadenhall Street, north under St Mary Axe and west to Liverpool Street station, then south under Blomfield Street, east under Great Winchester Street, south under Austin Friars and Old Broad Street and west under Threadneedle Street where the tunnels were to connect with the existing sidings back into Bank. Two stations were to be provided on the loop; at the south end of St Mary Axe and at Liverpool Street station.[44] To accommodate the additional rolling stock needed to operate the longer line, the depot was to be extended northwards. The power station was also to be enlarged to increase the electricity supply.[46] The CLR estimated that its plan would cost £3,781,000 (approximately £518 million today):[13] £2,110,000 for construction, £873,000 for land and £798,000 for electrical equipment and trains.[46]
Central London Railway Act 1902 | |
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Act of Parliament | |
![]() 2 Edw. 7. c. cxlv | |
Dates | |
Royal assent | 31 July 1902 |
The CLR bill was one of many presented for the 1902 parliamentary session (including several for the Hammersmith to City route) and it was examined by another joint committee under Lord Windsor.
In late 1902, the PC&NELR plans collapsed after a falling out between the scheme's promoters led to a crucial part of the planned route coming under the control of a rival, the Underground Electric Railways Company of London (UERL), which withdrew it from parliamentary consideration.[50] With the PC&NELR scheme out of the way, the CLR resubmitted its bill in 1903,[51][52] although consideration was again held up by Parliament's establishment of the Royal Commission on London Traffic tasked to assess the manner in which transport in London should be developed.[53] While the Commission deliberated, any review of bills for new lines and extensions was postponed, so the CLR withdrew the bill.[51] The CLR briefly re-presented the bill for the 1905 parliamentary session but withdrew it again, before making an agreement with the UERL in October 1905 that neither company would submit a bill for an east–west route in 1906.[54] The plan was then dropped as the new trains with driving positions at both ends made it possible for the CLR to reduce the minimum interval between trains to two minutes without building the loop.[37]
Wood Lane, 1906–1908
![Route diagram showing the railway running from Wood Lane at left to Bank at right. Wood Lane is on a small loop from Shepherd's Bush.](http://upload.wikimedia.org/wikipedia/commons/thumb/2/2f/Central_London_Railway_1907.png/255px-Central_London_Railway_1907.png)
Central London Railway Act 1907 | |
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Act of Parliament | |
![]() | |
Long title | An Act to confer further powers on the Central London Railway Company and for other purposes. |
Dates | |
Royal assent | 26 July 1907 |
Text of statute as originally enacted |
In 1905, the government announced plans to hold an international exhibition to celebrate the
The new loop was formed by constructing a section of tunnel joining the end of the dead-end reversing tunnel to the west of Shepherd's Bush station and the north side of the depot. From Shepherd's Bush, trains ran anti-clockwise around the single track loop, first through the original depot access tunnel, then passed the north side of the depot and through the new station before entering the new section of tunnel and returning to Shepherd's Bush. Changes were also made to the depot layout to accommodate the new station and the new looped operations. Construction work on the exhibition site had started in January 1907, and the exhibition and new station opened on 14 May 1908. The station was on the surface between the two tunnel openings and was a basic design by Harry Bell Measures. It had platforms both sides of the curving track – passengers alighted on to one and boarded from the other (an arrangement now known as the Spanish solution).[55]
Liverpool Street, 1908–1912
![Route diagram showing the railway running from Wood Lane at left to Liverpool Street at right](http://upload.wikimedia.org/wikipedia/commons/thumb/d/d6/Central_London_Railway_1909.png/276px-Central_London_Railway_1909.png)
Central London Railway Act 1909 | |
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Act of Parliament | |
![]() 9 Edw. 7. c. lxxi | |
Dates | |
Royal assent | 16 August 1909 |
With the extension to Wood Lane operational, the CLR revisited its earlier plan for an eastward extension from Bank to Liverpool Street station. This time, the Great Eastern Railway (GER) agreed to allow the CLR to build a station under its own main line terminus, provided that no further extension would be made north or north-east from there – territory served by the GER's routes from Liverpool Street.
Ealing Broadway, 1911–1920
The CLR's next planned extension was westward to Ealing. In 1905, the Great Western Railway (GWR) had obtained parliamentary approval to construct the Ealing and Shepherd's Bush Railway (E&SBR), connecting its main line route at Ealing Broadway to the West London Railway (WLR) north of Shepherd's Bush.[62] From Ealing, the new line was to curve north-east through still mostly rural North Acton, then run east for a short distance parallel with the GWR's High Wycombe line, before curving south-east. The line was then to run on an embankment south of Old Oak Common and Wormwood Scrubs before connecting to the WLR a short distance to the north of the CLR's depot.[63]
![Route diagram showing the railway running from Ealing Broadway at left to Liverpool Street at right](http://upload.wikimedia.org/wikipedia/commons/thumb/4/4a/Central_London_Railway_1911.png/378px-Central_London_Railway_1911.png)
Central London Railway Act 1911 | |
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Act of Parliament | |
![]() 1 & 2 Geo. 5. c. lxxxiii | |
Dates | |
Royal assent | 18 August 1911 |
Text of statute as originally enacted |
Construction work did not begin immediately, and, in 1911, the CLR and GWR agreed
Wood Lane station was modified and extended to accommodate the northward extension tracks linking to the E&SBR. The existing platforms on the loop were retained, continuing to be used by trains that were turning back to central London, and two new platforms for trains running to or from Ealing were constructed at a lower level on the new tracks, which connected to each side of the loop. Ealing Broadway station was modified to provide additional platforms for CLR use between the existing but separate sets of platforms used by the GWR and the DR.[63]
To provide services over the 6.97-kilometre (4.33 mi) extension, the CLR ordered 24 additional driving motor carriages from the Brush Company, which, when delivered in 1917, were first borrowed by the Baker Street and Waterloo Railway for use in place of carriages ordered for its extension to Watford Junction. The new carriages were the first for tube-sized trains that were fully enclosed, without gated platforms at the rear, and were provided with hinged doors in the sides to speed-up passenger loading times. To operate with the new stock the CLR converted 48 existing carriages, providing a total of 72 carriages for twelve six-car trains. Modifications made while in use on the Watford extension meant that the new carriages were not compatible with the rest of the CLR's fleet and they became known as the Ealing stock.[66]
The E&SBR remained part of the GWR until nationalisation at the beginning of 1948, when (with the exception of Ealing Broadway station) it was transferred to the
Richmond, 1913 and 1920
Central London Railway Act 1913 | |
---|---|
Act of Parliament | |
![]() 3 & 4 Geo. 5. c. lxxiii | |
Dates | |
Royal assent | 15 August 1913 |
Text of statute as originally enacted |
In November 1912,
In November 1919,[71] the CLR published a new bill to revive the Richmond extension, but using a different route that required only a short section of new tunnel construction. The new proposal was to construct tunnels southwards from Shepherd's Bush station, which would come to the surface to connect to disused L&SWR tracks north of Hammersmith Grove Road station that had closed in 1916. From Hammersmith, the disused LS&WR tracks continued westwards, on the same viaduct as the DR's tracks through Turnham Green to Gunnersbury and Richmond.[note 12] The plan required electrification of the disused tracks, but avoided the need for costly tunnelling and would have shared the existing stations on the route with the DR. The plan received assent on 4 August 1920 as part of the Central London and Metropolitan District Railways Companies (Works) Act 1920 (10 & 11 Geo. 5. c. lxxxii),[73] although the CLR made no attempt to carry out any of the work. The disused L&SWR tracks between Ravenscourt Park and Turnham Green were eventually used for the westward extension of the Piccadilly line from Hammersmith in 1932.[74]
Competition, co-operation and sale, 1906–1913
From 1906 the CLR began to experience a large fall in passenger numbers[note 13] caused by increased competition from the DR and the MR, which electrified the Inner Circle in 1905, and from the Great Northern, Piccadilly and Brompton Railway (GNP&BR) which opened its rival route to Hammersmith in 1906. Road traffic also offered a greater challenge as motor buses began replacing the horse drawn variety in greater numbers. In an attempt to maintain income, the company increased the flat fare for longer journeys to three pence in July 1907 and reduced the fare for shorter journeys to one penny in March 1909. Multiple booklets of tickets, which had previously been sold at face value, were offered at discounts,[note 14] and season tickets were introduced from July 1911.[58]
The CLR looked to economise through the use of technological developments. The introduction in 1909 of
The problem of declining revenues was not limited to the CLR; all of London's tube lines and the sub-surface DR and MR were affected by competition to some degree. The reduced income from the lower passenger numbers made it difficult for the companies to pay back borrowed capital, or to pay dividends to shareholders.
Improvements and integration, 1920–1933
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Extent of railway at
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Following the takeover, the UERL took steps to integrate the CLR's operations with its own. The CLR's power station was closed in March 1928 with power instead being supplied from the UERL's Lots Road Power Station in Chelsea. Busier stations were modernised; Bank and Shepherd's Bush stations received escalators in 1924, Tottenham Court Road and Oxford Circus in 1925 and Bond Street in 1926, which also received a new entrance designed by Charles Holden.[82][83] Chancery Lane and Marble Arch stations were also rebuilt to receive escalators in the early 1930s.[83]
On 5 November 1923 new stations were opened on the Ealing extension at North Acton and West Acton.[28] They were built to serve residential and industrial developments around Park Royal and, like East Acton, the station buildings were basic structures with simple timber shelters on the platforms.[63] The poor location of British Museum station and the lack of an interchange with the GNP&BR's station at Holborn had been a considered a problem by the CLR almost since the opening of the GNP&BR in 1906. A pedestrian subway to link the stations was considered in 1907, but not carried out.[84] A proposal to enlarge the tunnels under High Holborn to create new platforms at Holborn station for the CLR and to abandon British Museum station was included in a CLR bill submitted to parliament in November 1913.[85] This was given assent in 1914, but World War I prevented any works taking place, and it was not until 1930 that the UERL revived the powers and began construction work. The new platforms, along with a new ticket hall and escalators to both lines, opened on 25 September 1933, British Museum station having closed at the end of traffic the day before.[28][84]
Between March 1926 and September 1928, the CLR converted the remaining gate stock carriages in phases. The end car platforms were enclosed to provide additional passenger accommodation and two sliding doors were inserted on each side. The conversions increased capacity and allowed the CLR to remove gatemen from the train crews, with responsibility for controlling doors moving to the two guards who each managed half the train. Finally, the introduction of driver/guard communications in 1928 allowed the CLR to dispense with the second guard, reducing a train crew to just a driver and a guard.[86] The addition of doors in the sides of cars caused problems at Wood Lane where the length of the platform on the inside of the returning curve was limited by an adjacent access track into the depot. The problem was solved by the introduction of a pivoted section of platform which usually sat above the access track and allowed passengers to board trains as normal, but which could be moved to allow access to the depot.[87]
Move to public ownership, 1923–1933
Despite closer co-operation and improvements made to the CLR stations and to other parts of the network,[note 16] 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 revenues, to use profits from the bus company to subsidise the less profitable railways.[note 17] 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.[88]
To protect the UERL group's income, its chairman
Legacy
In 1935 the LPTB announced plans as part of its New Works Programme to extend the CLR at both ends by taking over and electrifying local routes owned by the GWR in Middlesex and Buckinghamshire and by the LNER in east London and Essex. Work in the tunnels to lengthen platforms for longer trains and to correct misaligned tunnel sections that slowed running speeds was also carried out. A new station was planned to replace the cramped Wood Lane.[92] The service from North Acton through Greenford and Ruislip to Denham was due to open between January 1940 and March 1941. The eastern extension from Liverpool Street to Stratford, Leyton and Newbury Park and the connection to the LNER lines to Hainault, Epping and Ongar were intended to open in 1940 and 1941.[93] World War II caused works on both extensions to be halted and London Underground services were extended in stages from 1946 to 1949,[28] although the final section from West Ruislip to Denham was cancelled.[94] Following the LPTB takeover, the Harry Beck-designed tube map began to show the route's name as the "Central London Line" instead of "Central London Railway".[95] In anticipation of the extensions taking its services far beyond the boundaries of the County of London, "London" was omitted from the name on 23 August 1937; thereafter it was simply the "Central line".[96][95] The CLR's original tunnels form the core of the Central line's 72.17-kilometre (44.84 mi) route.[1]
During World War II, 4 kilometres (2.5 mi) of completed tube tunnels built for the eastern extension between
See also
- Horace Field Parshall, chairman and designer of the line's electrical distribution system
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. Contrast "cut and cover" tunnelling.
- ^ The Inner Circle (now the Circle line) was a sub-surface loop line operated jointly by the MR and the DR.
- ^ 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.
- ^ A commemorative plaque of the opening was installed at Bank station and listed the directors as Sir Henry Oakley (chairman), Lord Colville of Culross, Sir Francis Knollys, Algernon H Mills, Lord Rathmore and Henry Tennant.[27]
- ^ After arriving at the London Docks, the locomotives were taken along the river by barge to Chelsea and from there to the depot. One of the barges sank on the way, but the disassembled locomotive was salvaged and was put into use with the others.[32]
- ^ A train originally required a crew of eight to operate: driver and assistant, front and rear guards and four gatemen.[34]
- ^ In addition to bills for extensions to existing tube railways, bills for seven new tube railways were submitted to Parliament in 1901.[40] While a number received Royal Assent, none were built.
- ^ The MR and the DR both offered services from Hammersmith to the City of London. The MR route ran via Paddington and the northern section of the Inner Circle and the DR route ran via Earl's Court and the southern section of the Inner Circle. The steam-hauled trains were slow and suffered from having to compete for track space in timetables crowded with services from the companies' other routes. The prospect of quick electric tube trains offered an attractive alternative.
- ^ In 1901, the DR, MR and the London and South Western Railway (L&SWR) all had stations at Hammersmith, although the L&SWR's closed in 1916.
- ^ a b The Brompton & Piccadilly Circus Railway and the Great Northern & Strand Railway merged in 1902 to form the Great Northern, Piccadilly and Brompton Railway, forerunner of today's Piccadilly line.
- ^ The Windsor committee examined bills for tube railways on an east–west alignment, and a separate committee under Lord Ribblesdale examined bills for tube railways on a north–south alignment.[47]
- ^ The viaduct had been widened in 1911 to separate the DR's electric services to Richmond, Hounslow, Ealing and Uxbridge from the L&SWR's steam-hauled services, although the DR's trains had so out-competed the L&SWR's that it withdrew its own services in 1916. The viaduct and both sets of tracks were owned by the L&SWR.[72]
- ^ In 1906 the CLR carried 43,057,997 passengers. In 1907 the number carried was 14 per cent lower at 36,907,491. The Franco-British Exhibition boosted numbers in 1908, but they fell back again afterwards and were still at around 36 million in 1912.[58][75]
- ^ From July 1907, a twelve ticket strip of 3d tickets was sold at 2s 9d, a 3d discount, and twelve ticket strips of 2d tickets were sold at 1s 10d, a 2d discount, from November 1908.[58]
- ^ At the same time, the UERL also bought the C&SLR, swapping two of its shares for three of the C&SLR's, reflecting the latter company's weaker financial condition.[81]
- ^ The Bakerloo line extension to Watford Junction opened in 1917, the CCE&HR extension to Edgware opened in 1923/24 and the CS&LR extension to Morden opened in 1926.[28]
- ^ 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.[75]
- ^ The CLR company continued in existence as a repository for all of the fractions of shares in the new LPTB that could not be distributed to the old companies' shareholders and to enable payment of interest on a CLR deed from 1912 owing to the bank Glyn, Mills & Co. The company was liquidated on 10 March 1939.[84]
References
- ^ a b c Length of line calculated from distances given at "Clive's Underground Line Guides, Central line, Layout". Clive D. W. Feathers. Retrieved 30 March 2010.
- ^ "No. 25996". The London Gazette. 26 November 1889. pp. 6640–6642.
- ^ Badsey-Ellis 2005, p. 43.
- ^ Badsey-Ellis 2005, p. 44.
- ^ Badsey-Ellis 2005, pp. 44–45.
- ^ "No. 26109". The London Gazette. 25 November 1890. pp. 6570–6572.
- ^ a b Badsey-Ellis 2005, p. 47.
- ^ a b c Day & Reed 2008, p. 52.
- ^ "No. 26190". The London Gazette. 7 August 1891. p. 4245.
- ^ "No. 26227". The London Gazette. 27 November 1891. pp. 6506–6507.
- ^ "No. 26303". The London Gazette. 1 July 1892. pp. 3810–3811.
- ^ Wolmar 2005, pp. 147–148.
- ^ a b c 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 7 May 2024.
- ^ a b c Bruce & Croome 2006, p. 5.
- ^ Wolmar 2005, p. 147.
- ^ Lee 1970, p. 15.
- ^ a b c Bruce & Croome 2006, p. 7.
- ^ "No. 26529". The London Gazette. 6 July 1894. p. 3872.
- ^ a b Bruce & Croome 2006, p. 6.
- ^ a b c Day & Reed 2008, pp. 52–54.
- ^ Wolmar 2005, p. 148.
- ^ Wolmar 2005, p. 149.
- ^ "No. 27105". The London Gazette. 4 August 1899. pp. 4833–4834.
- ^ Bruce & Croome 2006, p. 14.
- ^ Bruce & Croome 2006, p. 13.
- ^ a b Day & Reed 2008, p. 56.
- ^ "Photograph 1998/41282". London Transport Museum. Transport for London. Retrieved 2 April 2010.
- ^ a b c d e f g h i j Rose 1999.
- ^ a b Wolmar 2005, p. 154.
- ^ Bruce & Croome 2006, p. 9.
- ^ Wolmar 2005, p. 156.
- ^ a b c Bruce & Croome 2006, p. 10.
- ^ Day & Reed 2008, p. 54.
- ^ Bruce & Croome 2006, p. 18.
- ^ Badsey-Ellis 2005, p. 91.
- ^ Bruce & Croome 2006, p. 15.
- ^ a b Day & Reed 2008, pp. 57–58.
- ^ a b Badsey-Ellis 2005, p. 94.
- ^ "No. 27249". The London Gazette (Supplement). 23 November 1900. pp. 7666–7668.
- ^ Badsey-Ellis 2005, p. 92.
- ^ Badsey-Ellis 2005, p. 93.
- ^ Badsey-Ellis 2005, pp. 110–111.
- ^ Badsey-Ellis 2005, p. 129.
- ^ a b c d Badsey-Ellis 2005, pp. 148–49.
- ^ "No. 27379". The London Gazette. 22 November 1901. pp. 7776–7779.
- ^ a b c Badsey-Ellis 2005, p. 150.
- ^ Badsey-Ellis 2005, p. 131.
- ^ Badsey-Ellis 2005, p. 185.
- ^ "No. 27460". The London Gazette. 1 August 1902. p. 4961.
- ^ Badsey-Ellis 2005, pp. 190–95.
- ^ a b Badsey-Ellis 2005, p. 212.
- ^ "No. 27498". The London Gazette. 25 November 1902. pp. 8001–8004.
- ^ Badsey-Ellis 2005, p. 222.
- ^ Bruce & Croome 2006, p. 19.
- ^ a b Bruce & Croome 2006, p. 20.
- ^ "No. 27971". The London Gazette. 27 November 1906. pp. 8361–8363.
- ^ "No. 28044". The London Gazette. 26 July 1907. p. 5117.
- ^ a b c d e f Bruce & Croome 2006, p. 22.
- ^ "No. 28200". The London Gazette. 27 November 1908. pp. 9088–9090.
- ^ "No. 28280". The London Gazette. 17 August 1909. pp. 6261–6262.
- ^ Day & Reed 2008, pp. 59 and 81.
- ^ a b c Bruce & Croome 2006, p. 25.
- ^ a b c Bruce & Croome 2006, p. 28.
- ^ "No. 28524". The London Gazette. 22 August 1911. pp. 6216–6217.
- ^ Bruce & Croome 2006, p. 26.
- ^ Bruce & Croome 2006, pp. 28–29.
- ^ Day & Reed 2008, p. 150.
- ^ "No. 28666". The London Gazette. 26 November 1912. pp. 9018–9020.
- ^ a b Badsey-Ellis 2005, pp. 273–274.
- ^ "No. 28747". The London Gazette. 19 August 1913. pp. 5929–5931.
- ^ "No. 31656". The London Gazette. 25 November 1919. pp. 14425–14429.
- ^ Horne 2006, pp. 48 and 55.
- ^ "No. 32009". The London Gazette. 6 August 1920. pp. 8171–8172.
- ^ Bruce & Croome 2006, p. 30.
- ^ a b Wolmar 2005, p. 204.
- ^ Bruce & Croome 2006, p. 23.
- ^ Day & Reed 2008, p. 59.
- ^ Bruce & Croome 2006, p. 24.
- ^ a b Badsey-Ellis 2005, pp. 282–283.
- ^ Wolmar 2005, p. 203.
- ^ a b Wolmar 2005, p. 205.
- ^ Day & Reed 2008, p. 93.
- ^ a b Bruce & Croome 2006, p. 33.
- ^ a b c Bruce & Croome 2006, p. 35.
- ^ "No. 28776". The London Gazette. 25 November 1913. pp. 8539–8541.
- ^ Bruce & Croome 2006, pp. 30 and 33.
- ^ Bruce & Croome 2006, p. 34.
- ^ Wolmar 2005, p. 259.
- ^ Wolmar 2005, pp. 259–262.
- ^ "No. 33668". The London Gazette. 9 December 1930. pp. 7905–7907.
- ^ Wolmar 2005, p. 266.
- ^ Bruce & Croome 2006, pp. 37–38.
- ^ Bruce & Croome 2006, p. 44.
- ^ Wolmar 2005, p. 294.
- ^ a b Lee 1970, p. 27.
- ^ "London Tubes' New Names – Northern And Central lines". The Times. No. 47772. 25 August 1937. p. 12. Retrieved 30 March 2010.
- ^ Emmerson & Beard 2004, pp. 108–121.
- ^ Emmerson & Beard 2004, pp. 60–66.
- ^ Connor 2006, p. 42.
- ^ Emmerson & Beard 2004, pp. 30–37.
- ^ Emmerson & Beard 2004, pp. 104–107.
Bibliography
- Badsey-Ellis, Antony (2005). London's Lost Tube Schemes. Capital Transport. ISBN 1-85414-293-3.
- Bruce, J Graeme; Croome, Desmond F (2006) [1996]. The Central Line. Capital Transport. ISBN 1-85414-297-6.
- Connor, J E (2006) [1999]. London's Disused Underground Stations. Capital Transport. ISBN 1-85414-250-X.
- Day, John R; Reed, John (2008) [1963]. The Story of London's Underground. Capital Transport. ISBN 978-1-85414-316-7.
- Emmerson, Andrew; Beard, Tony (2004). London's Secret Tubes. Capital Transport. ISBN 1-85414-283-6.
- Horne, Mike (2006). The District Line. Capital Transport. ISBN 1-85414-292-5.
- Lee, Charles Edward (May 1970). Seventy Years of the Central. Westminster: ISBN 0-85329-013-X. 570/1111/RP/5M.
- Rose, Douglas (1999) [1980]. The London Underground, A Diagrammatic History. Douglas Rose/Capital Transport. ISBN 1-85414-219-4.
- ISBN 1-84354-023-1.
External links
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