Metropolitan Railway
The Metropolitan Railway (also known as the Met)
The line was soon extended from both ends, and northwards via a branch from Baker Street. Southern branches, directly served, reached Hammersmith in 1864, Richmond in 1877 and the original completed the Inner Circle in 1884. The most important route was northwest into the Middlesex countryside, stimulating the development of new suburbs. Harrow was reached in 1880, and from 1897, having achieved the early patronage of the Duke of Buckingham and the owners of Waddesdon Manor, services extended for many years to Verney Junction in Buckinghamshire.
Electric traction was introduced in 1905, and by 1907 electric multiple units operated most of the services, though electrification of outlying sections did not occur until decades later. Unlike other railway companies in the London area, the Met developed land for housing, and after World War I promoted housing estates near the railway using the "Metro-land" brand. On 1 July 1933, the Met was amalgamated with the Underground Electric Railways Company of London and the capital's tramway and bus operators to form the London Passenger Transport Board.
Former Met tracks and stations are used by the
History
Paddington to the City, 1853–63
Establishment
In the first half of the 19th century the population and physical extent of London grew greatly.[b] The increasing resident population and the development of a commuting population arriving by train each day led to a high level of traffic congestion with huge numbers of carts, cabs, and omnibuses filling the roads and up to 200,000 people entering the City of London, the commercial heart, each day on foot.[4] By 1850 there were seven railway termini around the urban centre of London: London Bridge and Waterloo to the south, Shoreditch and Fenchurch Street to the east, Euston and King's Cross to the north, and Paddington to the west. Only Fenchurch Street station was within the City.[5]
The congested streets and the distance to the City from the stations to the north and west prompted many attempts to get parliamentary approval to build new railway lines into the City. None were successful, and the 1846 Royal Commission on Metropolitan Railway Termini banned construction of new lines or stations in the built-up central area.[6][7][c] The concept of an underground railway linking the City with the mainline termini was first proposed in the 1830s. Charles Pearson, Solicitor to the City, was a leading promoter of several schemes and in 1846 proposed a central railway station to be used by multiple railway companies.[8] The scheme was rejected by the 1846 commission, but Pearson returned to the idea in 1852 when he helped set up the City Terminus Company to build a railway from Farringdon to King's Cross. The plan was supported by the City, but the railway companies were not interested and the company struggled to proceed.[9]
Metropolitan Railway Act 1854 | |
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Act of Parliament | |
Dates | |
Royal assent | 7 August 1854 |
Text of statute as originally enacted |
The Bayswater, Paddington, and
Metropolitan Railway (Deviation) Act 1855 | |
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Act of Parliament | |
Dates | |
Royal assent | 2 July 1855 |
Text of statute as originally enacted |
Construction of the railway was estimated to cost £1 million.
The GWR agreed to contribute £175,000[g] and a similar sum was promised by the GNR, but sufficient funds to make a start on construction had not been raised by the end of 1857. Costs were reduced by cutting back part of the route at the western end so that it did not connect directly to the GWR station, and by dropping the line south of Farringdon.[15][h] In 1858, Pearson arranged a deal between the Met and the City of London Corporation whereby the Met bought land it needed around the new Farringdon Road from the City for £179,000 and the City purchased £200,000 worth of shares.[17][i] The route changes were approved by Parliament in August 1859, meaning that the Met finally had the funding to match its obligations and construction could begin.[18]
Construction
Despite concerns about undermining and vibrations causing subsidence of nearby buildings
The trench was 33 feet 6 inches (10.2 m) wide, with brick
Within the tunnel, two lines were laid with a 6-foot (1.8 m) gap between. To accommodate both the
Construction was not without incident. In May 1860, a GNR train overshot the platform at King's Cross and fell into the workings. Later that year, a boiler explosion on an engine pulling contractor's wagons killed the driver and his assistant. In May 1861, the excavation collapsed at Euston causing considerable damage to the neighbouring buildings. The final accident occurred in June 1862 when the Fleet sewer burst following a heavy rainstorm and flooded the excavations. The Met and the Metropolitan Board of Works managed to stem and divert the water and the construction was delayed by only a few months.[26]
Trial runs were carried out from November 1861 while construction was still under way. The first trip over the whole line was in May 1862 with William Gladstone among the guests.[27] By the end of 1862, work was complete at a cost of £1.3 million.[28][k] In that year, Myles Fenton, then serving as assistant manager of the Lancashire and Yorkshire Railway, was appointed as the first manager of the new company.[30]
Opening
Board of Trade inspections took place in late December 1862 and early January 1863 to approve the railway for opening.[31] After minor signalling changes were made, approval was granted and a few days of operating trials were carried out before the grand opening on 9 January 1863, which included a ceremonial run from Paddington and a large banquet for 600 shareholders and guests at Farringdon.[31] Charles Pearson did not live to see the completion of the project; he died in September 1862.[32]
The 3.75-mile (6 km) railway opened to the public on 10 January 1863,[29] with stations at Paddington (Bishop's Road) (now Paddington), Edgware Road, Baker Street, Portland Road (now Great Portland Street), Gower Street (now Euston Square), King's Cross (now King's Cross St Pancras), and Farringdon Street (now Farringdon).[33] The railway was hailed a success, carrying 38,000 passengers on the opening day, using GNR trains to supplement the service.[34] In the first 12 months 9.5 million passengers were carried[22] and in the second 12 months this increased to 12 million.[35]
The original timetable allowed 18 minutes for the journey. Off-peak service frequency was every 15 minutes, increased to ten minutes during the morning peak and reduced 20 minutes in the early mornings and after 8 pm. From May 1864, workmen's returns were offered on the 5:30 am and 5:40 am services from Paddington at the cost of a single ticket (3d).[36]
The railway was initially worked by GWR broad-gauge Metropolitan Class tank locomotives and rolling stock. Soon after the opening, disagreement arose between the Met and the GWR over the need to increase the frequency, and the GWR withdrew its stock in August 1863. The Met continued operating a reduced service using GNR standard-gauge rolling stock before purchasing its own standard-gauge locomotives from Beyer, Peacock and Company and rolling stock.[32][37][l]
The Metropolitan initially ordered 18 tank locomotives, of which a key feature was condensing equipment which prevented most of the steam from escaping while trains were in tunnels; they have been described as "beautiful little engines, painted green and distinguished particularly by their enormous external cylinders."[39] The design proved so successful that eventually 120 were built to provide traction on the Metropolitan, the District Railway (in 1871) and all other 'cut and cover' underground lines.[39] This 4-4-0 tank engine can therefore be considered as the pioneer motive power on London's first underground railway;[40] ultimately, 148 were built between 1864 and 1886 for various railways, and most kept running until electrification in 1905.
In the belief that it would be operated by smokeless locomotives, the line had been built with little ventilation and a long tunnel between Edgware Road and King's Cross.[41] Initially the smoke-filled stations and carriages did not deter passengers[42] and the ventilation was later improved by making an opening in the tunnel between Gower Street and King's Cross and removing glazing in the station roofs.[43] With the problem continuing after the 1880s, conflict arose between the Met, who wished to make more openings in the tunnels, and the local authorities, who argued that these would frighten horses and reduce property values.[44] This led to an 1897 Board of Trade report,[m] which reported that a pharmacist was treating people in distress after having travelled on the railway with his 'Metropolitan Mixture'. The report recommended more openings be authorised but the line was electrified before these were built.[44]
Extensions and the Inner Circle, 1863–84
Farringdon to Moorgate and the City Widened Lines
With connections to the GWR and GNR under construction and connections to the Midland Railway and London, Chatham and Dover Railway (LC&DR) planned, the Met obtained permission in 1861 and 1864[n] for two additional tracks from King's Cross to Farringdon Street and a four-track eastward extension to Moorgate.[46][47][48] The Met used two tracks: the other two tracks, the City Widened Lines, were used mainly by other railway companies.[49]
A pair of single-track tunnels at King's Cross connecting the GNR to the Met opened on 1 October 1863 when the GNR began running services,[50][o] the GWR returning the same day with through suburban trains from such places as Windsor.[51] By 1864 the Met had sufficient carriages and locomotives to run its own trains and increase the frequency to six trains an hour.[52]
On 1 January 1866, LC&DR and GNR joint services from
The new tracks from King's Cross to Farringdon were first used by a GNR freight train on 27 January 1868. The Midland Railway junction opened on 13 July 1868 when services ran into Moorgate Street before its St Pancras terminus had opened. The line left the main line at St Paul's Road Junction, entering a double-track tunnel and joining the Widened Lines at Midland Junction.[56]
Hammersmith & City Railway
In November 1860, a bill was presented to Parliament,
Between 1 October 1877 and 31 December 1906, some services on the H&CR were extended to Richmond over the London and South Western Railway (L&SWR) via its station at Hammersmith (Grove Road).[64][q]
Inner Circle
The early success of the Met prompted a flurry of applications to Parliament in 1863 for new railways in London, many of them competing for similar routes. To consider the best proposals, the
Proposals from the Met to extend south from Paddington to South Kensington and east from Moorgate to Tower Hill were accepted and received royal assent on 29 July 1864.[67] To complete the circuit, the committee encouraged the amalgamation of two schemes via different routes between Kensington and the City, and a combined proposal under the name Metropolitan District Railway (commonly known as the District railway) was agreed on the same day.[67][68][s] Initially, the District and the Met were closely associated and it was intended that they would soon merge. The Met's chairman and three other directors were on the board of the District, John Fowler was the engineer of both companies and the construction works for all of the extensions were let as a single contract.[69][70] The District was established as a separate company to enable funds to be raised independently of the Met.[69]
Starting as a branch from Praed Street junction, a short distance east of the Met's Paddington station, the western extension passed through fashionable districts in Bayswater, Notting Hill, and Kensington. Land values here were higher and, unlike the original line, the route did not follow an easy alignment under existing roads. Compensation payments for property were much higher. In Leinster Gardens, Bayswater, a façade of two five-storey houses was built at Nos. 23 and 24 to conceal the gap in a terrace created by the railway passing through. To ensure adequate ventilation, most of the line was in cutting except for a 421-yard (385 m) tunnel under Campden Hill.[71] Construction of the District proceeded in parallel with the work on the Met and it too passed through expensive areas. Construction costs and compensation payments were so high that the cost of the first section of the District from South Kensington to Westminster was £3 million, almost three times as much as the Met's original, longer line.[72]
The first section of the Met extension opened to Brompton (Gloucester Road) (now Gloucester Road) on 1 October 1868,[69] with stations at Paddington (Praed Street) (now Paddington), Bayswater, Notting Hill Gate, and Kensington (High Street) (now High Street Kensington).[33] Three months later, on 24 December 1868, the Met extended eastwards to a shared station at South Kensington and the District opened its line from there to Westminster, with other stations at Sloane Square, Victoria, St James's Park, and Westminster Bridge (now Westminster).[33]
The District also had parliamentary permission to extend westward from Brompton and, on 12 April 1869, it opened a single-track line to
East of Westminster, the next section of the District's line ran in the new Victoria Embankment built by the Metropolitan Board of Works along the north bank of the River Thames. The line opened from Westminster to Blackfriars on 30 May 1870[73] with stations at Charing Cross (now Embankment), The Temple (now Temple) and Blackfriars.[33]
On its opening the Met operated the trains on the District, receiving 55% of the gross receipts for a fixed level of service. Extra trains required by the District were charged for and the District's share of the income dropped to about 40%. The District's level of debt meant that the merger was no longer attractive to the Met and did not proceed, so the Met's directors resigned from the District's board. To improve its finances, the District gave the Met notice to terminate the operating agreement. Struggling under the burden of its very high construction costs, the District was unable to continue with the remainder of the original scheme to reach Tower Hill and made a final extension of its line just one station east from Blackfriars to a previously unplanned City terminus at Mansion House.[76][77]
On Saturday 1 July 1871, an opening banquet was attended by
In 1868 and 1869, judgements had been against the Met in a number of hearings, finding financial irregularities such as the company paying a dividend it could not afford and expenses being paid out of the capital account. In 1870, the directors were guilty of a breach of trust and were ordered to compensate the company.
Owing to the cost of land purchases, the Met's eastward extension from
Conflict between the Met and the District and the expense of construction delayed further progress on the completion of the inner circle. In 1874, frustrated City financiers formed the Metropolitan Inner Circle Completion Railway Company with the aim of finishing the route. This company was supported by the District and obtained parliamentary authority on 7 August 1874.
Extension Line, 1868–99
Baker Street to Harrow
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Railway as transferred to the LPTB in 1933
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In April 1868, the Metropolitan & St John's Wood Railway (M&SJWR) opened a single-track railway in tunnel to Swiss Cottage from new platforms at Baker Street (called Baker Street East).[98][99] There were intermediate stations at St John's Wood Road and Marlborough Road, both with crossing loops, and the line was worked by the Met with a train every 20 minutes. A junction was built with the Inner Circle at Baker Street, but there were no through trains after 1869.[100]
The original intention of the M&SJWR was to run to the
In the early 1870s, passenger numbers were low and the M&SJWR was looking to extend the line to generate new traffic. Recently placed in charge of the Met, Watkin saw this as the priority as the cost of construction would be lower than in built-up areas and fares higher; traffic would also be fed into the Circle.
In 1882, the Met moved its carriage works from Edgware Road to Neasden.[114] A locomotive works was opened in 1883 and a gas works in 1884. To accommodate employees moving from London over 100 cottages and ten shops were built for rent. In 1883, a school room and church took over two of the shops; two years later land was given to the Wesleyan Church for a church building and a school for 200 children.[115][aa]
Harrow to Verney Junction, Brill Branch and Wembley Park Station
In 1868, the Duke of Buckingham opened the Aylesbury and Buckingham Railway (A&BR), a 12.75-mile (20.5 km) single track from Aylesbury to a new station at Verney Junction on the Buckinghamshire Railway's Bletchley to Oxford line.[118] At the beginning lukewarm support had been given by the LNWR, which worked the Bletchley to Oxford line, but by the time the line had been built the relationship between the two companies had collapsed.[ab] The Wycombe Railway built a single-track railway from Princes Risborough to Aylesbury and when the GWR took over this company it ran shuttles from Princes Risborough through Aylesbury to Quainton Road and from Quainton Road to Verney Junction.[120]
Rickmansworth Extension Railway Act 1880 | |
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Act of Parliament | |
Dates | |
Royal assent | 6 August 1880 |
Text of statute as originally enacted |
Aylesbury and Rickmansworth Railway Act 1881 | |
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Act of Parliament | |
Dates | |
Royal assent | 18 July 1881 |
Text of statute as originally enacted |
The A&BR had authority for a southern extension to Rickmansworth, connecting with the LNWR's
The Met took over the A&BR on 1 July 1891
From Quainton Road, the Duke of Buckingham had built a 6.5-mile (10.5 km) branch railway, the Brill Tramway.[128] In 1899, there were four mixed passenger and goods trains each way between Brill and Quainton Road. There were suggestions of the Met buying the line and it took over operations in November 1899,[129] renting the line for £600 a year. The track was relaid and stations rebuilt in 1903. Passenger services were provided by A Class and D Class locomotives and Oldbury rigid eight-wheeled carriages.[130][131]
In 1893, a new station at Wembley Park was opened, initially used by the Old Westminsters Football Club, but primarily to serve a planned sports, leisure and exhibition centre.[132] A 1,159-foot (353 m) tower (higher than the recently built Eiffel Tower) was planned, but the attraction was not a success and only the 200-foot (61 m) tall first stage was built. The tower became known as "Watkin's Folly" and was dismantled in 1907 after it was found to be tilting.[133]
Around 1900, there were six stopping trains an hour between Willesden Green and Baker Street. One of these came from Rickmansworth and another from Harrow, the rest started at Willesden Green. There was also a train every two hours from Verney Junction, which stopped at all stations to Harrow, then Willesden Green and Baker Street. The timetable was arranged so that the fast train would leave Willesden Green just before a stopping service and arrived at Baker Street just behind the previous service.[134]
Great Central Railway
Watkin was also director of the
In 1895, the MS&LR put forward a bill to Parliament to build two tracks from Wembley Park to Canfield Place, near Finchley Road station, to allow its express trains to pass the Met's stopping service.[135] The Met protested before it was agreed that it would build the lines for the MS&LR's exclusive use.[136] When rebuilding bridges over the lines from Wembley Park to Harrow for the MS&LR, seeing a future need the Met quadrupled the line at the same time and the MS&LR requested exclusive use of two tracks.[137] The MS&LR had the necessary authority to connect to the Circle at Marylebone, but the Met suggested onerous terms. At the time the MS&LR was running short of money and abandoned the link.[138]
Because of the state of the relationship between the two companies the MS&LR was unhappy being wholly reliant on the Met for access to London and, unlike its railway to the north, south of Aylesbury there were several speed restrictions and long climbs, up to 1 in 90 in places. In 1898, the MS&LR and the GWR jointly presented a bill to Parliament for a railway (the Great Western and Great Central Joint Railway) with short connecting branches from Grendon Underwood, north of Quainton Road, to Ashendon and from Northolt to Neasden. The Met protested, claiming that the bill was 'incompatible with the spirit and terms' of the agreements between it and the MS&LR. The MS&LR was given authority to proceed, but the Met was given the right to compensation.[139] A temporary agreement was made to allow four MS&LR coal trains a day over the Met lines from 26 July 1898. The MS&LR wished these trains to also use the GWR route from Aylesbury via Princes Risborough into London, whereas the Met considered this was not covered by the agreement. A train scheduled to use the GWR route was not allowed access to the Met lines at Quainton Road in the early hours of 30 July 1898 and returned north. A subsequent court hearing found in the Met's favour, as it was a temporary arrangement.[140]
The MS&LR changed its name to the Great Central Railway (GCR) in 1897 and the Great Central Main Line from London Marylebone to Manchester Central opened for passenger traffic on 15 March 1899.[128] Negotiations about the line between the GCR and the Met took several years and in 1906 it was agreed that two tracks from Canfield Place to Harrow would be leased to the GCR for £20,000 a year and the Metropolitan and Great Central Joint Railway was created, leasing the line from Harrow to Verney Junction and the Brill branch for £44,000 a year, the GCR guaranteeing to place at least £45,000 of traffic on the line.[141] Aylesbury station, which had been jointly run by the GWR and the Met, was placed with a joint committee of the Great Western & Great Central and Metropolitan & Great Central Joint Committees, and generally known as Aylesbury Joint Station. The Met & GC Joint Committee took over the operation of the stations and line, but had no rolling stock. The Met provided the management and the GCR the accounts for the first five years before the companies switched functions, then alternating every five years until 1926. The Met maintained the line south of milepost 28.5 (south of Great Missenden), the GCR to the north.[142]
Electrification, 1900–14
Development
At the start of the 20th century, the District and the Met saw increased competition in central London from the new electric deep-level tube lines. With the opening in 1900 of the
Meanwhile, the District had been building a line from Ealing to South Harrow and had authority for an extension to Uxbridge.[148] In 1899, the District had problems raising the finance and the Met offered a rescue package whereby it would build a branch from Harrow to Rayners Lane and take over the line to Uxbridge, with the District retaining running rights for up to three trains an hour.[149] The necessary Act was passed in 1899 and construction on the 7.5 miles (12.1 km) long branch started in September 1902, requiring 28 bridges and a 1.5-mile (2.4 km) long viaduct with 71 arches at Harrow. As this line was under construction it was included in the list of lines to be electrified, together with the railway from Baker Street to Harrow,[150] the inner circle and the joint GWR and Met H&C. The Met opened the line to Uxbridge on 30 June 1904 with one intermediate station at Ruislip, initially worked by steam.[148] Wooden platforms the length of three cars opened at Ickenham on 25 September 1905, followed by similar simple structures at Eastcote and Rayners Lane on 26 May 1906.[151]
Running electric trains
Electric multiple units began running on 1 January 1905, and by 20 March all local services between Baker Street and Harrow were electric.[152] The use of six-car trains was considered wasteful on the lightly used line to Uxbridge and in running an off-peak three-car shuttle to Harrow the Met aroused the displeasure of the Board of Trade for using a motor car to propel two trailers. A short steam train was used for off-peak services from the end of March while some trailers were modified to add a driving cab, entering service from 1 June.[151]
On 1 July 1905, the Met and the District both introduced electric units on the inner circle until later that day a Met multiple unit overturned the positive current rail on the District and the Met service was withdrawn. An incompatibility was found between the way the shoe-gear was mounted on Met trains and the District track and Met trains were withdrawn from the District and modified. Full electric service started on 24 September, reducing the travel time around the circle from 70 to 50 minutes.[153][154]
The GWR built a 6 MW power station at Park Royal and electrified the line between Paddington and Hammersmith and the branch from Latimer Road to Kensington (Addison Road). An electric service with jointly owned rolling stock started on the H&CR on 5 November 1906.
The line beyond Harrow was not electrified so trains were hauled by an
In 1908, Robert Selbie[af] was appointed General Manager, a position he held until 1930.[164] In 1909, limited through services to the City restarted. Baker Street station was rebuilt with four tracks and two island platforms in 1912.[165] To cope with the rise in traffic the line south of Harrow was quadrupled, in 1913 from Finchley Road to Kilburn, in 1915 to Wembley Park;[166] the line from Finchley Road to Baker Street remained double track, causing a bottleneck.[167]
London Underground
To promote travel by the underground railways in London a joint marketing arrangement was agreed. In 1908, the Met joined this scheme, which included maps, joint publicity and through ticketing. UNDERGROUND signs were used outside stations in Central London. Eventually the UERL controlled all the underground railways except the Met and the Waterloo & City and introduced station name boards with a red disc and a blue bar. The Met responded with station boards with a red diamond and a blue bar.[168] Further coordination in the form of a General Managers' Conference faltered after Selbie withdrew in 1911 when the Central London Railway, without any reference to the conference, set its season ticket prices significantly lower than those on the Met's competitive routes.[169] Suggestions of merger with the Underground Group were rejected by Selbie, a press release of November 1912 noting the Met's interests in areas outside London, its relationships with main-line railways and its freight business.[170]
East London Railway
After the Met and the District had withdrawn from the ELR in 1906, services were provided by the
Great Northern & City Railway
The Great Northern & City Railway (GN&CR) was planned to allow trains to run from the GNR line at Finsbury Park directly into the City at Moorgate. The tunnels were large enough to take a main-line train with an internal diameter of 16 feet (4.9 m), in contrast to those of the Central London Railway with a diameter less than 12 feet (3.7 m). The GNR eventually opposed the scheme, and the line opened in 1904 with the northern terminus in tunnels underneath GNR Finsbury Park station.[172]
Concerned that the GNR would divert its Moorgate services over the City Widened Lines to run via the GN&CR, the Met sought to take over the GN&CR. A bill was presented in 1912–1913 to allow this with extensions to join the GN&CR to the inner circle between Moorgate and Liverpool Street and to the Waterloo & City line. The takeover was authorised, but the new railway works were removed from the bill after opposition from City property owners. The following year, a bill was jointly presented by the Met and GNR with amended plans that would have also allowed a connection between the GN&CR and GNR at Finsbury Park. Opposed, this time by the North London Railway, this bill was withdrawn.[173]
War and "Metro-land", 1914–32
World War I
On 28 July 1914 World War I broke out, and on 5 August 1914 the Met was made subject to government control in the form of the Railway Executive Committee. It lost significant numbers of staff who volunteered for military service and from 1915 women were employed as booking clerks and ticket collectors.[174] The City Widened Lines assumed major strategic importance as a link between the channel ports and the main lines to the north, used by troop movements and freight. During the four years of war the line saw 26,047 military trains which carried 250,000 long tons (254,000 t) of materials;[175] the sharp curves prevented ambulance trains returning with wounded using this route.[176] Government control was relinquished on 15 August 1921.[174]
Metro-land development
Unlike other railway companies, which were required to dispose of surplus land, the Met was in a privileged position with clauses in its acts allowing it to retain such land that it believed was necessary for future railway use.[ag] Initially, the surplus land was managed by the Land Committee, made up of Met directors.[178] In the 1880s, at the same time as the railway was extending beyond Swiss Cottage and building the workers' estate at Neasden,[115] roads and sewers were built at Willesden Park Estate and the land was sold to builders. Similar developments followed at Cecil Park, near Pinner and, after the failure of the tower at Wembley, plots were sold at Wembley Park.[179][ah]
In 1912, Selbie, then General Manager, thought that some professionalism was needed and suggested a company be formed to take over from the Surplus Lands Committee to develop estates near the railway.[182] World War I delayed these plans and it was 1919, with expectation of a housing boom,[183] before Metropolitan Railway Country Estates Limited (MRCE) was formed. Concerned that Parliament might reconsider the unique position the Met held, the railway company sought legal advice, which was that the Met had authority to hold land, but had none to develop it. A new company was created; all but one of its directors were also directors of the Met.[184] MRCE developed estates at Kingsbury Garden Village near Neasden, Wembley Park, Cecil Park and Grange Estate at Pinner, and the Cedars Estate at Rickmansworth, and created places such as Harrow Garden Village.[183][184]
The term Metro-land was coined by the Met's marketing department in 1915 when the Guide to the Extension Line became the Metro-land guide, priced at 1d. This promoted the land served by the Met for the walker, visitor and later the house-hunter.[182] Published annually until 1932, the last full year of independence, the guide extolled the benefits of "The good air of the Chilterns", using language such as "Each lover of Metroland may well have his own favourite wood beech and coppice — all tremulous green loveliness in Spring and russet and gold in October".[185] The dream promoted was of a modern home in beautiful countryside with a fast railway service to central London.[186]
From about 1914 the company promoted itself as "The Met", but after 1920 the commercial manager, John Wardle, ensured that timetables and other publicity material used "Metro" instead.[1][ai] Land development also occurred in central London when in 1929 Chiltern court, a large, luxurious block of apartments, opened at Baker Street,[186][aj] designed by the Met's architect Charles Walter Clark, who was also responsible for the design of a number of station reconstructions in outer "Metro-land" at this time.[167]
Infrastructure improvements
To improve outer passenger services, powerful 75 mph (121 km/h) H Class steam locomotives[190] were introduced in 1920, followed in 1922–1923 by new electric locomotives with a top speed of 65 mph (105 km/h).[191] The generating capacity of the power station at Neasden was increased to approximately 35 MW[192] and on 5 January 1925 electric services reached Rickmansworth, allowing the locomotive change over point to be moved.[167]
In 1924 and 1925, the
In 1925, a branch opened from Rickmansworth to
There remained a bottleneck at Finchley Road where the fast and slow tracks converged into one pair for the original M&SJWR tunnels to Baker Street. In 1925, a plan was developed for two new tube tunnels, large enough for the Met rolling stock that would join the extension line at a junction north of Kilburn & Brondesbury station and run beneath Kilburn High Street, Maida Vale and Edgware Road to Baker Street.[201][202] The plan included three new stations, at Quex Road, Kilburn Park Road and Clifton Road,[203] but did not progress after Ministry of Transport revised its Requirements for Passenger Lines requiring a means of exit in an emergency at the ends of trains running in deep-level tubes – compartment stock used north of Harrow did not comply with this requirement.[204] Edgware Road station had been rebuilt with four platforms and had train destination indicators including stations such as Verney Junction and Uxbridge.[205]
In the 1920s, off-peak there was a train every 4–5 minutes from Wembley Park to Baker Street. There were generally two services per hour from both Watford and Uxbridge that ran non-stop from Wembley Park and stopping services started from Rayners Lane, Wembley Park, and Neasden; most did not stop at Marlborough Road and St John's Wood Road. Off-peak, stations north of Moor Park were generally served by Marylebone trains. During the peak trains approached Baker Street every 2.5–3 minutes, half running through to Moorgate, Liverpool Street or Aldgate.[206] On the inner circle a train from Hammersmith ran through Baker Street every 6 minutes, and Kensington (Addison Road) services terminated at Edgware Road.[207] Maintaining a frequency of ten trains an hour on the circle was proving difficult and the solution chosen was for the District to extend its Putney to Kensington High Street service around the circle to Edgware Road, using the new platforms, and the Met to provide all the inner circle trains at a frequency of eight trains an hour.[208][al]
Construction on a branch from Wembley Park to Stanmore started in 1929, which intended to serve a new housing development at Canons Park,[192] with stations at Kingsbury and Canons Park (Edgware) (renamed Canons Park in 1933).[33] The government again guaranteed finance, this time under the Development Loans Guarantees & Grants Act, the project also quadrupling the tracks from Wembley Park to Harrow. The line was electrified with automatic colour light signals controlled from a signal box at Wembley Park and opened on 9 December 1932.[192][209]
London Passenger Transport Board, 1933
Unlike the UERL, the Met profited directly from development of Metro-land housing estates near its lines;
In 1913, the Met had refused a merger proposal made by the UERL and it remained stubbornly independent under the leadership of Robert Selbie.[183] The Railways Act 1921, which became law on 19 August 1921, did not list any of London's underground railways among the companies that were to be grouped, although at the draft stage the Met had been included.[212] When proposals for integration of public transport in London were published in 1930, the Met argued that it should have the same status as the four main-line railways, and it was incompatible with the UERL because of its freight operations; the government saw the Met in a similar way to the District as they jointly operated the inner circle. After the London Passenger Transport Bill, aimed primarily at co-ordinating the small independent bus services,[213] was published on 13 March 1931, the Met spent £11,000 opposing it.[214] The bill survived a change in government in 1931 and the Met gave no response to a proposal made by the new administration that it could remain independent if it were to lose its running powers over the circle. The directors turned to negotiating compensation for its shareholders;[215] by then passenger numbers had fallen due to competition from buses and the depression.[216] In 1932, the last full year of operation, a 1+5⁄8 per cent dividend was declared.[210] On 1 July 1933, the London Passenger Transport Board (LPTB), was created as a public corporation and the Met was amalgamated with the other underground railways, tramway companies and bus operators. Met shareholders received £19.7 million in LPTB stock.[217][am]
Legacy
The Met became the Metropolitan line of
Steam locomotives were used north of Rickmansworth until the early 1960s, when they were replaced following the electrification to Amersham and the introduction of electric multiple units, London Transport withdrawing its service north of Amersham.[219] In 1988, the route from Hammersmith to Aldgate and Barking was branded as the Hammersmith & City line, and the route from the New Cross stations to Shoreditch became the East London line, leaving the Metropolitan line as the route from Aldgate to Baker Street and northwards to stations via Harrow.
After amalgamation in 1933, the "Metro-land" brand was rapidly dropped.
Goods trains
Until 1880, the Met did not run
In 1909, the Met opened Vine Street goods depot near Farringdon with two sidings each seven wagons long and a regular service from West Hampstead.[an] Trains were electrically hauled with a maximum length of 14 wagons and restricted to 250 long tons (254 t) inwards and 225 long tons (229 t) on the return. In 1910, the depot handled 11,400 long tons (11,600 t), which rose to 25,100 long tons (25,500 t) in 1915.[229] In 1913, the depot was reported above capacity, but after World War I motor road transport became an important competitor and by the late 1920s traffic had reduced to manageable levels.[230]
Coal for the steam locomotives, the power station at
Rolling stock
Steam locomotives
Concern about smoke and steam in the tunnels led to new designs of
From 1879, more locomotives were needed, and the design was updated and 24 were delivered between 1879 and 1885.[236] Originally they were painted bright olive green lined in black and yellow, chimneys copper capped with the locomotive number in brass figures at the front and domes of polished brass. In 1885, the colour changed to a dark red known as Midcared, and this was to remain the standard colour, taken up as the colour for the Metropolitan line by London Transport in 1933.[237] When in 1925 the Met classified its locomotives by letters of the alphabet, these were assigned A Class and B Class.[214] When the M&SJWR was being built, it was considered that they would struggle on the gradients and five Worcester Engine 0-6-0 tank locomotives were delivered in 1868. It was soon found that A and B Classes could manage trains without difficulty and the 0-6-0Ts were sold to the Taff Vale Railway in 1873 and 1875.[238]
From 1891, more locomotives were needed for work on the extension line from Baker Street into the country. Four
Many locomotives were made redundant by the electrification of the inner
Two locomotives have been preserved: A Class No. 23 (LT L45) at the London Transport Museum,[250] and E Class No. 1 (LT L44) at the Buckinghamshire Railway Centre.[251] No. 1 ran in steam as part of the Met's 150th anniversary celebrations during 2013.[252]
Carriages
The Met opened with no stock of its own, with the GWR and then the GNR providing services. The GWR used eight-wheeled compartment
In 1870, some close-coupled rigid-wheelbase four-wheeled carriages were built by Oldbury.[261] After some derailments in 1887, a new design of 27 feet 6 inches (8.38 m) long rigid-wheelbase four-wheelers known as Jubilee Stock was built by the Cravens Railway Carriage and Wagon Co. for the extension line. With the pressurised gas lighting system and non-automatic vacuum brakes as-built, steam heating was added later. More trains followed in 1892, but all had been withdrawn by 1912.[262] By May 1893, following an order by the Board of Trade, automatic vacuum brakes had been fitted to all carriages and locomotives.[263] A Jubilee Stock first class carriage was restored to carry passengers during the Met's 150th anniversary celebrations.[252][264]
Bogie stock was built by Ashbury in 1898 and by Cravens and at Neasden Works in 1900. This gave a better ride quality, steam heating, automatic vacuum brakes, electric lighting and upholstered seating in all classes.[239][265][266] The Bluebell Railway has four 1898–1900 Ashbury and Cravens carriages and a fifth, built at Neasden, is at the London Transport Museum.[267]
Competition with the
From 1906, some of the Ashbury bogie stock was converted into electric multiple units.[274] Some Dreadnought carriages were used with electric motor cars, and two-thirds remained in use as locomotive hauled stock on the extension line.[275]
Electric locomotives
After electrification, the outer suburban routes were worked with carriage stock hauled from Baker Street by an electric locomotive that was exchanged for a steam locomotive en route. The Met ordered 20 electric locomotives from Metropolitan Amalgamated with two types of electrical equipment. The first ten, with Westinghouse equipment, entered service in 1906. These 'camel-back' bogie locomotives had a central cab,[156] weighed 50 tons,[276] and had four 215 hp (160 kW) traction motors[277] The second type were built to a box car design with British Thomson-Houston equipment,[156] replaced with the Westinghouse type in 1919.[277]
In the early 1920s, the Met placed an order with Metropolitan-Vickers of Barrow-in-Furness for rebuilding the 20 electric locomotives. When work started on the first locomotive, it was found to be impractical and uneconomical and the order was changed to building new locomotives using some equipment recovered from the originals. The new locomotives were built in 1922–1923 and named after famous London residents. They had four 300 hp (220 kW) motors, totalling 1,200 hp (890 kW) (one-hour rating), giving a top speed of 65 mph (105 km/h).[191]
No. 5 "John Hampden" is preserved as a static display at the London Transport Museum[278] and No. 12 "Sarah Siddons" has been used for heritage events, and ran during the Met's 150th anniversary celebrations.[279]
Electric multiple units
The first order for electric multiple units was placed with Metropolitan Amalgamated in 1902 for 50 trailers and 20 motor cars with Westinghouse equipment, which ran as 6-car trains. First and third class accommodation was provided in open saloons, second class being withdrawn from the Met.[280] Access was at the ends via open lattice gates[281] and the units were modified so that they could run off-peak as 3-car units.[282] For the joint Hammersmith & City line service, the Met and the GWR purchased 20 × 6-cars trains with Thomson-Houston equipment.[283] In 1904, a further order was placed by the Met for 36 motor cars and 62 trailers with an option for another 20 motor cars and 40 trailers. Problems with the Westinghouse equipment led to Thomson-Houston equipment being specified when the option was taken up and more powerful motors being fitted.[281] Before 1918, the motor cars with the more powerful motors were used on the Circle with three trailers.[284] The open lattice gates were seen as a problem when working above ground and all of the cars had gates replaced with vestibules by 1907.[282] Having access only through the two end doors became a problem on the busy Circle and centre sliding doors were fitted from 1911.[285]
From 1906, some of the Ashbury bogie stock was converted into multiple units by fitting cabs, control equipment and motors.[274] In 1910, two motor cars were modified with driving cabs at both ends. They started work on the Uxbridge-South Harrow shuttle service, being transferred to the Addison Road shuttle in 1918. From 1925 to 1934 these vehicles were used between Watford and Rickmansworth.[286]
In 1913, an order was placed for 23 motor cars and 20 trailers, saloon cars with sliding doors at the end and the middle. These started work on the Circle, including the new service to New Cross via the ELR. [287] In 1921, 20 motor cars, 33 trailers and six first-class driving trailers were received with three pairs of double sliding doors on each side. These were introduced on the Circle.[288]
Between 1927 and 1933, multiple unit compartment stock was built by the
Notes
- ^ The company promoted itself as "The Met" from about 1914.[1] The Railway is referred to as "the Met" or "the Metropolitan" in historical accounts such as Jackson 1986, Simpson 2003, Horne 2003, Green 1987, and Bruce 1983.
- ^ In 1801, approximately one million people lived in the area that is now Greater London. By 1851 this had doubled.[3]
- ^ The route was to run from the south end of Westbourne Terrace, under Grand Junction Road (now Sussex Gardens), Southampton Road (now Old Marylebone Road) and New Road (now Marylebone Road and Euston Road). A branch was planned to connect to the GWR terminus.[10]
- ^ Roughly equivalent to £93,000,000 in 2016.
- ^ 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.
- ^ Roughly equivalent to £16,000,000 in 2016.
- ^ Instead of connecting to the GWR's terminus, the Met built its own station at Bishop's Road parallel to Paddington station and to the north. The Met connected to the GWR's tracks beyond Bishop's Road station.[16]
- ^ The shares were later sold by the corporation for a profit.[17]
- ^ Contractors for the works were Smith & Knight to the west of Euston Square and John Jay on the eastern section.[16]
- ^ According to the Metropolitan Railway, the cost of constructing the line on an elevated viaduct would have been four times the cost of constructing it in tunnel.[29]
- Tudela to Bilbao Railway, Fowler specifying only the driving wheel diameter, axle weight, and the ability to navigate sharp curves.[38]
- ^ This report noted that between Edgware Road and King's Cross there were 528 passenger and 14 freight trains every weekday and during the peak hour there were 19 trains each way between Baker Street and King's Cross, 15 long cwt (760 kg) of coal was burnt and 1,650 imp gal (7,500 L) water was used, half of which was condensed, the rest evaporating.[45]
- ^ In the Metropolitan Railway Act 1861 and the Metropolitan Railway (Finsbury Circus Extension) Act 1861; the Metropolitan Railway Act 1864 was given royal assent on 25 July 1864 approving the additional tracks to King's Cross.
- ^ One of these tunnels, completed in 1862, was used to bring the GNR-loaned rolling stock on to the Metropolitan Railway when the GWR withdrew its trains in August 1863.[50]
- ^ For a Hammersmith, Paddington and City Junction Railway.[57]
- ^ The L&SWR tracks to Richmond now form part of the London Underground's District line. Stations between Hammersmith and Richmond served by the Met were Ravenscourt Park, Turnham Green, Gunnersbury, and Kew Gardens.[33]
- ^ In November 1863, The Times reported that about 30 railway schemes for London had been submitted for consideration in the next parliamentary session. Many of which seemed "to have been prepared on the spur of the moment, without much consideration either as to the cost of construction or as to the practicability of working them when made."[66]
- Metropolitan District Railway.[67]
- ^ Sources differ about the running of the first 'inner circle' services. Jackson 1986, p. 56 says the operation was shared equally, whereas Lee 1956, pp. 28–29 states the Met ran all the services.
- 1871 International Exhibition.[82]
- channel tunnel between English and France. By 1883, a tunnel 2,026 yards (1.853 km) long and 7 feet (2.1 m) in diameter had been dug from the English side, with a similar tunnel 1,825 yards (1.669 km) long from the French side, but in 1882 work was halted after the High Court ruled that permission had not been granted to proceed beyond the low water mark. Subsequent efforts to obtain such permission were unsuccessful as military advice emphasised the risk of invasion.[87] It is commonly reported that Watkin had aspirations to build a through route from Manchester or Sheffield to the continent via this channel tunnel, but no evidence exists of this ambition.[88][86]
- ^ The Metropolitan and District Railways (City Lines and Extensions) Act 1879 received royal assent on 11 August 1879.[93]
- Thames tunnel. Stations between St Mary's and New Cross served by the Met were Shadwell, Wapping, Rotherhithe and Deptford Road (now Surrey Quays).[33]
- ^ The Metropolitan & Saint John's Wood Railway Act 1873 was given royal assent on 21 July.[109]
- 37 & 38 Vict. c. cxlix) on 16 July.[109]
- conservation area in 1989.[117]
- ^ The LNWR leased the line, absorbing the Buckinghamshire Railway on 21 July 1879.[119]
- ^ The London & Aylesbury Railway Act was given royal assent in 1871. The Rickmansworth and Harrow Extension Act received royal assent on 16 July 1874[109]
- 43 & 44 Vict. c. cxxxiv) authorising the line to Rickmansworth was given royal assent on 6 August 1880. The Aylesbury and Rickmansworth Railway Act 1881 for the line to Aylesbury received royal assent on 18 July 1881.[121]
- ^ Some trains continued to be steam hauled. In September 1909, an excursion train travelled from Verney Junction to Ramsgate and returned, a Met locomotive being exchanged for a SE&CR locomotive at Blackfriars.[161] On 1 October 1961, the Southern Counties Touring Society arranged a train hauled by steam locomotive Met No. 1 (then L44) from Stanmore to New Cross Gate via Farringdon and the East London Line.[162]
- Owen's College, Manchester, and joined the Lancashire and Yorkshire Railway in 1883, working as secretary to the general manager and assistant to the chief traffic manager. He was secretary of the Met from 1903, general manager from 1908, appointed a director of MRCE in 1919, and became a director of the Met in 1922. His CBE was obtained during World War I for his services to the Board of Trade, the Road Transport Board and the Army Forage Committee. He died in 1930 attending his son's confirmation service at St Paul's Cathedral.[163]
- 8 & 9 Vict. c. 18) required railways to sell off surplus lands within ten years of the time given for completion of the work in the line's enabling act.[177]
- conservation areas.
- ^ Wardle wished a new sign at Euston Square to read EUSTON SQUARE METRO, but he was overruled by Selbie and METROPOLITAN RAILWAY was spelt in full.[187]
- ^ Chiltern Court became one of the most prestigious addresses in London. It was home to, among others, the novelists Arnold Bennett and H. G. Wells.[188] A blue plaque commemorating Wells was added to the building on 8 May 2002.[189]
- ^ The original station moved to its current location at Watford Junction railway station in 1858.[195]
- ^ The District continued to provide four trains on Sundays to keep crews familiar with the route.[208]
- ^ This was made up of £7.2 million of 4.5% 'A' stock, £2 million of 5% 'A' stock, £5.3 million of 5% 'B' stock and £5.1 million in 'C' stock.[217]
- ^ Other railway's goods depots had already opened near Farringdon on the Widened Lines. Smithfield Market Sidings opened 1 May 1869, serviced by the GWR. The GNR opened its depot on 2 November 1874, the Midland following with its Whitecross depot on 1 January 1878.[228]
- ^ A preserved carriage at the Kent and East Sussex Railway was thought to be a short four-wheeled District Railway first class unit, but is now thought to be a cut-down Met eight-wheeler.[253][254]
- ^ Named Mayflower and Galatea (after the entrants of the sixth America's Cup race in 1886[271]) each Pullman coach seated up to 19 passengers and for a supplementary fare of 6d or 1s breakfast, luncheon, tea or supper could be purchased. They contained a toilet and were built with steam heating; electric heating being fitted in 1925.[272]
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- ^ a b c d e Green (1987), p. 43.
- ^ a b Jackson (1986), pp. 241–242.
- ^ Rowley (2006), pp. 206, 207.
- ^ a b c d Green (2004), introduction.
- ^ Jackson (1986), p. 352.
- ^ Foxell (1996), p. 54.
- ^ Horne (2003), p. 37.
- ^ Foxell (1996), p. 55.
- ^ a b Benest (1984), p. 48.
- ^ a b c Horne (2003), p. 42.
- ^ a b Horne (2003), p. 38.
- ^ Jackson (1986), p. 247.
- ^ a b Butt (1995), p. 242.
- ^ Simpson (2003), p. 111.
- ^ Simpson (2003), pp. 112–114.
- ^ Jackson (1986), p. 254.
- ^ Edwards & Pigram (1988), p. 39.
- ISBN 978-0-904662-18-4.[page needed]
- ^ Horne (2003), p. 58.
- ^ Simpson (2003), p. 58.
- ^ Horne (2003), pp. 58–59.
- ^ Jackson (1986), pp. 262–263.
- ^ Jackson (1986), pp. 271–272.
- ^ Horne (2003), p. 47.
- ^ Jackson (1986), p. 272.
- ^ a b Horne (2006), p. 55.
- ^ Simpson (2003), pp. 105–106.
- ^ a b c d Jackson (1986), p. 327.
- ^ Jackson (1986), p. 160.
- ^ Railway Clerks' Association (1922), p. 11.
- ^ Green (1987), p. 46.
- ^ a b Jackson (1986), p. 289.
- ^ Jackson (1986), pp. 290–291.
- ^ Jackson (1986), p. 302.
- ^ a b Jackson (1986), p. 305.
- ^ Green (1987), pp. 47, 51.
- ^ Green (1987), p. 56.
- ASIN B0000CIW48.
- ^ "Metro-Land (1973)". Screenonline. British Film Institute.
- ISBN 978-0-09-954006-9.
- ISBN 978-0-9555886-2-4.
- ^ Jackson (1986), pp. 48, 333, 365.
- ^ a b Horne (2003), p. 49.
- ^ Jackson (1986), p. 365.
- ^ Jackson (1986), pp. 366, 368.
- ^ Jackson (1986), pp. 333, 365–367.
- ^ Jackson (1986), pp. 366–367.
- ^ Jackson (1986), p. 367.
- ^ Edwards & Pigram (1988), pp. 9, 58.
- ^ a b Jackson (1986), pp. 369–370.
- ^ Edwards & Pigram (1988), p. 58.
- ^ a b Green (1987), pp. 5–6.
- ^ Goudie (1990), p. 24.
- ^ Goudie (1990), p. 12.
- ^ Goudie (1990), pp. 69–70.
- ^ a b Goudie (1990), pp. 25–26.
- ^ a b Green (1987), p. 14.
- ^ Goudie (1990), p. 30.
- ^ Goudie (1990), p. 31.
- ^ Goudie (1990), pp. 32–35.
- ^ Goudie (1990), pp. 38–39.
- ^ Goudie (1990), pp. 36–37.
- ^ Goudie (1990), pp. 18, 19, 72–74.
- ^ Casserley (1977), p. 8.
- ^ Goudie (1990), pp. 42–47.
- ^ Goudie (1990), pp. 48–55.
- ^ Goudie (1990), pp. 56–59.
- ^ "Metropolitan Railway A class 4-4-0T steam locomotive No. 23, 1866". ltmcollection.org. Archived from the original on 4 June 2013. Retrieved 18 May 2012.
- ^ "Metropolitan Railway E Class 0-4-4T No.1". Buckinghamshire Railway Centre. Archived from the original on 4 February 2012. Retrieved 3 February 2012.
- ^ a b For example
"Discover Forgotten Metro‐land" (PDF). Buckingham Railway Centre. August 2013. Archived from the original (PDF) on 5 August 2013. Retrieved 1 April 2014.
"Steam back on the Met" (PDF). London Transport Museum. May 2013. Archived from the original (PDF) on 12 June 2013. Retrieved 1 April 2014. - Vintage Carriages Trust. Retrieved 1 June 2012.
- ^ "No 100 London Underground Coach". Coaching Stock Register. Kent and East Sussex Railway. Archived from the original on 26 June 2014. Retrieved 21 October 2012.
- ^ Edwards & Pigram (1988), p. 32.
- ^ a b Jackson (1986), p. 44.
- ^ Simpson (2003), p. 19.
- ^ Horne (2003), p. 22.
- ^ Bruce (1983), p. 14.
- ^ Edwards & Pigram (1988), p. 23.
- ^ Bruce (1983), p. 16.
- ^ Bruce (1983), p. 21.
- ^ Jackson (1986), p. 96.
- ^ "Project 353". London Transport Museum. Archived from the original on 1 December 2012. Retrieved 4 December 2012.
- ^ Bruce (1983), p. 22.
- ^ a b Jackson (1986), p. 97.
- ^ "The history of the carriages". Bluebell Railway. 14 January 1996 – 14 January 2007. Retrieved 15 January 2012.
- ^ a b Bruce (1983), p. 26.
- ^ Casserley (1977), p. 44.
- ^ Bruce (1983), p. 63.
- ^ Snowdon (2001), p. 55.
- ^ Jackson (1986), pp. 213–214.
- Vintage Carriages Trust. Retrieved 16 January 2012.
- ^ a b Bruce (1983), p. 56.
- ^ Bruce (1983), p. 25.
- ^ Bruce (1983), p. 58.
- ^ a b Bruce (1983), p. 59.
- ^ "Metropolitan Railway electric locomotive No. 5, "John Hampden", 1922". ltmcollection.org. Archived from the original on 4 June 2013. Retrieved 27 February 2012.
- ^ "Past Events – tube 150". London Transport Museum. Archived from the original on 29 October 2013. Retrieved 1 March 2014.
- ^ Jackson (1986), p. 173.
- ^ a b Bruce (1983), pp. 37–39.
- ^ a b Jackson (1986), p. 175.
- ^ Jackson (1986), p. 184.
- ^ Bruce (1983), p. 41.
- ^ Bruce (1983), p. 39.
- ^ Bruce (1983), p. 66.
- ^ Bruce (1983), p. 64.
- ^ Bruce (1983), p. 71.
- ^ Bruce (1983), pp. 72–74.
- ^ "Metropolitan Railway electric stock trailer carriage, 1904". London Transport Museum. Archived from the original on 7 April 2014. Retrieved 1 April 2014.
- ^ "Stock List". Spa Valley Railway. 3 November 2009. (listed under coaches). Archived from the original on 7 April 2014. Retrieved 1 April 2014.
Sources
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- Rowley, Trevor (2006). The English landscape in the twentieth century. ISBN 1-85285-388-3.
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- Walford, Edward (1878). New and Old London: Volume 5. British History Online. Retrieved 3 July 2012.
- ISBN 1-84354-023-1.
- Railway Clerks' Association (1922). The Reorganisation of British Railways: The Railways Act, 1921 (3rd ed.). Gray's Inn Press.
Other publications
- .
- .
- Earnshaw, Alan (1989). Trains in Trouble: Vol. 5. Penryn: Atlantic Books. ISBN 0-906899-35-4.
External links
- A silent film A trip on the Metropolitan Railway, circa 1910 Archived 7 March 2016 at the Wayback Machine (Adobe Flash) London Transport Museum
- Metropolitan & Great Central Railway Joint Committee Survey Created by the Metropolitan & Great Central Joint Committee in 1907 for their own use, the ten hand-coloured station and crossover plans illustrate the line from Harrow-on-the-Hill Station to Amersham and Chesham.
- Metropolitan Line Clive's UndergrounD Line Guides