THE CITY & SOUTH LONDON RAILWAY

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Work continued on the rest of the northern extension. The City and South London Railway Act, 1900, approved on 25 May 1900, gave permission to enlarge the station tunnel at Angel to a diameter of 30 ft and the rest of the extension opened on 17 November 1901, with stations at: Old Street, City Road (closed 1922) and Angel. The projects were made possible when the government introduced the Trade Facilities Act 1921 by which the Treasury underwrote loans for public works as a means of alleviating unemployment. With this support, the Underground companies were able to obtain the funds and work began on enlarging the tunnels of the C&SLR. In 2003, a train derailed at Camden Town. Although no one was hurt, points, signals and carriages were damaged, and the junctions there were not used while repairs were under way: trains coming from Edgware worked the Bank branch only, and trains from High Barnet and Mill Hill East worked the Charing Cross branch only. This situation was resolved when the junctions reopened, after much repair work and safety analysis and testing by contractor, on 7 March 2004.

Shortly before it opened to the public, the C&SLR gave notice of its intention to submit another private bill to Parliament – this time to construct a new line from its northern terminus at King William Street towards Islington. Due to the awkward arrangement of King William Street station, the extension was not to be connected directly to the existing running tunnels but was to be linked via a pedestrian subway through which passengers could make interchanges between the separate lines. London Underground staff play a vital role in keeping London moving during the mourning period following the death of HM Queen Elizabeth II In an effort to protect the Group's income, its Managing Director/Chairman, Lord Ashfield, lobbied the government for regulation of transport services in the London area. During the 1920s, a series of legislative initiatives was made in this direction, with Ashfield and Labour London County Councillor (later MP) Herbert Morrison, at the forefront of debates as to the level of regulation and public control under which transport services should be brought. Ashfield aimed for regulation that would give the existing Group protection from competition and allow it to take substantive control of the LCC's tram system; Morrison preferred full public ownership. [76] Eventually, after several years of false starts, a bill was announced at the end of 1930 for the formation of the London Passenger Transport Board, a public corporation that would take control of the Underground Group, the Metropolitan Railway as well as all buses and trams within an area designated as the London Passenger Transport Area. [77] The Board was a compromise – public ownership but not full nationalisation – and came into existence on 1 July 1933. On this date, the C&SLR and the other Underground companies were liquidated. [78] For a history of the line after 1933 see Northern line Legacy [ ] The resulting line became known as the Morden–Edgware line, although a number of alternative names were also mooted in the fashion of the contraction of Baker Street & Waterloo Railway to "Bakerloo", such as "Edgmor", "Mordenware", "Medgway" and "Edgmorden". [21] With Egyptology very much in fashion after the discovery of the tomb of Tutankhamun in 1922, there was also a proposal to call the line the Tootancamden Line as it passed through both Tooting and Camden. [22] It was eventually named the Northern line from 28 August 1937, [23] reflecting the planned addition of the Northern Heights lines. [24] In an effort to improve their collective situations, most of the underground railways in London: the C&SLR, the CLR, the Great Northern & City Railway and the Underground Electric Railways Company of London (UERL, which operated the Baker Street & Waterloo Railway (BS&WR), the Great Northern, Piccadilly & Brompton Railway (GNP&BR), the CCE&HR and the MDR) began, from 1907, to introduce fare agreements. From 1908, they began to present themselves through common branding as the Underground. [57] The Waterloo & City Railway, operated by the main-line London and South Western Railway, was the only tube railway that did not participate in the arrangement.

My IFS Cloud Cable Car

During the early 1920s, a series of works was carried out to connect the C&SLR and CCE&HR tunnels to enable an integrated service to be operated. The first of these new tunnels, between the C&SLR's Euston station and the CCE&HR's station at Camden Town, had originally been planned in 1912 [16] but had been delayed by World War I. The second connection linked the CCE&HR's Embankment and C&SLR's Kennington stations and provided a new intermediate station at Waterloo to connect to the main line station there and the Bakerloo line. The smaller-diameter tunnels of the C&SLR were expanded to match the standard diameter of the CCE&HR and the other deep tube lines. In conjunction with the works to integrate the two lines, two major extensions were undertaken: northwards to Edgware in Middlesex (now in the London Borough of Barnet) and southwards to Morden in Surrey (then in the Merton and Morden Urban District, but now in the London Borough of Merton). Despite the technical innovations of the railway and the large passenger demand, [26] the C&SLR was not particularly profitable and the rapid series of extensions aimed at improving profits had placed a strain on the finances. The dividends were low and declining (2⅛% in 1898, 1⅞% in 1899 and 1¼% in 1900) and the company had been accused of extravagance for the abandonment of King William Street station. [45] In an attempt to work around this poor reputation and make it easier to raise funds, the next bill for an extension of the line was submitted in November 1900 by a notionally separate company, the Islington and Euston Railway (I&ER), [46] albeit one that shared its chairman with the C&SLR. [47] The proposed railway was to run from the as yet unfinished C&SLR station at Angel to the main-line stations at King's Cross, St Pancras and Euston. The I&ER bill coincided with a rash of other railway bills encouraged by the successful opening of the Central London Railway (CLR) in 1900 and was considered alongside these by another Parliamentary Joint Committee in 1901. The bill was approved, [48] but the time taken for the committee's review meant that it had to be resubmitted for the 1902 Parliamentary session. [49] The City and South London Railway ( C&SLR) was the first successful deep-level underground "tube" railway in the world, [1] [note 1] [note 2] and the first major railway to use electric traction. The railway was originally intended for cable-hauled trains, but owing to the bankruptcy of the cable contractor during construction, a system of electric traction using electric locomotives—an experimental technology at the time—was chosen instead. Junction joy South". South London Press. Streatham. 24 April 2004. Archived from the original on 9 May 2004 . Retrieved 3 November 2007.

NEW CROSS: Agreement on Surrey Canal Road station draws closer". This Is Local London. 27 November 2009 . Retrieved 17 December 2012. LBSCR passenger service began 13 August 1866 between Loughborough Park and London Bridge. It was extended to Victoria on 1 May 1867.Greathead, James Henry (1896). The City and South London Railway: With Some Remarks Upon Subaqueous Tunnelling by Shield and Compressed Air. Institution of Civil Engineers. Retrieved on 21 January 2010.

The Euston to Moorgate section reopened on 20 April 1924, along with the new tunnels linking Euston to Camden Town. The rest of the line to Clapham Common reopened on 1 December 1924. At the same time as the tunnels were being enlarged, the stations were modernised, with longer platforms, a new tiling scheme on platform and passageway walls and new frontages to the surface buildings. Some stations also received escalators to replace the original lifts. The Underground Group's ownership of the highly profitable London General Omnibus Company (LGOC) since 1912 had enabled the Group, through the pooling of revenues, to use profits from the bus company to subsidise the less profitable railways. [75] However, competition from numerous small bus companies during the early years of the 1920s eroded the profitability of the LGOC and had a negative impact on the profitability of the whole Group. While the reconstruction works were underway, the C&SLR submitted a bill in 1922 that contained proposals to extend the line south from Clapham Common through Balham and Tooting to Morden in tunnel. [66] From Morden, the line was to continue on the surface to Sutton sharing part of the route of an unbuilt railway planned from Wimbledon to Sutton. (See Wimbledon and Sutton Railway for full details.) Given the small dimension of the tunnels, steam power, as used on London's other underground railways, was not feasible for a deep tube railway. Like Greathead's earlier Tower Subway, the CL&SS was intended to be operated by cable haulage with a static engine pulling the cable through the tunnels at a steady speed. [12] Section 5 of the 1884 Act specified that:

Despite the technical innovations of the railway and the large passenger demand, the C&SLR was not particularly profitable and the rapid series of extensions undertaken by the company aimed at improving profits had placed a strain on the finances. The dividends were low and declining (2⅛% in 1898, 1⅞% in 1899 and 1¼% in 1900) and the company had been accused of extravagance for the abandonment of King William Street station. In an attempt to work around this poor reputation and make it easier to raise funds, the next bill for an extension of the line was submitted in November 1900 by a notionally separate company, the Islington and Euston Railway (I&ER), albeit one that shared its chairman with the C&SLR. The proposed railway was to run from the, as yet unfinished, C&SLR station at Angel to the mainline stations at King's Cross, St. Pancras and Euston. The I&ER bill coincided with a rash of other railway bills encouraged by the successful opening of the Central London Railway (CLR) in 1900 and was considered alongside these by another Parliamentary Joint Committee in 1901. The bill was approved, but the time taken for the committee's review meant that it had to be resubmitted for the 1902 Parliamentary session. 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 Underground Group, the dividend had been 18 per cent [72] The C&SLR stations at Angel and Euston were also originally constructed with a single central platform. Reconstruction means that the original station tunnel now serves trains in one direction only – trains in the other direction have been diverted into a new tunnel. Runaway train on London Tube's Northern Line". BBC News. 13 August 2010 . Retrieved 18 August 2010.

The railway was opened officially by Edward, Prince of Wales (later Edward VII) on 4 November 1890. [22] It was opened to the public on 18 December 1890. [16] Initially, it had stations at: Baker Street & Waterloo Railway (now part of the Bakerloo line) opens and runs from Baker Street to Kennington Road (now Lambeth North). Great Northern, Piccadilly & Brompton Railway (now part of the Piccadilly line) opens between Hammersmith and Finsbury Park Kennington station, the only one of the original station buildings not replaced or substantially altered Trains were to be attached to the cable with clamps. These would be opened and closed at stations allowing the carriages to disconnect and reconnect without needing to stop the cable or interfere with the progress of other trains sharing the cable.The first section of the Tube's new signalling upgrade - part of the 4LM project - is in use in March The Euston to Moorgate section reopened on 20 April 1924, along with the new tunnels linking Euston to Camden Town. [68] The rest of the line to Clapham Common reopened on 1 December 1924. [68] At the same time as the tunnels were being enlarged, the stations were modernised, with longer platforms, a new tiling scheme on platform and passageway walls and new frontages to the surface buildings. Some stations also received escalators to replace the original lifts. Like Greathead's earlier Tower Subway, the CL&SS was originally intended to be operated by cable haulage with a static engine pulling the cable through the tunnels at a steady speed. Section 5 of the 1884 Act specified that: "The traffic of the subway shall be worked by ... the system of the Patent Cable Tramway Corporation Limited or by such means other than steam locomotives as the Board of Trade may from time to time approve Between September 1940 and May 1945 most Tube station platforms are used as air raid shelters. Some, like the Piccadilly line Holborn-Aldwych branch, are closed to store British Museum treasures It is reported that this problem with the CL&SS contributed to the bankruptcy of the cable company in 1888. [5] However, electric motor traction had been considered all along, and much engineering progress had been made since the tunnel's construction had begun in 1886. So, CL&SS chairman Charles Grey Mott decided to switch to electric traction. [14] Other cable-operated systems using the Hallidie patents continued to be designed, such as the Glasgow Subway which opened in 1896.