Charing Cross, Euston & Hampstead Railway

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Geographic route map of Charing Cross, Euston & Hampstead Railway
Geographic route map of Charing Cross, Euston & Hampstead Railway
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The Charing Cross, Euston and Hampstead Railway (CCE&HR), also known as the Hampstead tube, was a deep-level underground "tube" railway constructed in London by the Underground Electric Railways Company of London Limited (UERL). The CCE&HR was established in 1891 but construction was delayed for more than a decade while funds were raised. Various routes were planned before work began.

When opened in 1907, the line served 16 stations and ran for 12.34 kilometres (7.67 mi)[1] in a pair of tunnels between its southern terminus at Charing Cross and its two northern termini at Archway and Golders Green. Later extensions took the railway to Edgware and under the River Thames to Kennington, serving a distance of 22.84 kilometres (14.19 mi) and 23 stations.[1]

In the 1920s, connections were made to another of London's deep-level tube railways and services on the two lines were merged to become what was later named the Northern line. In 1933, the CCE&HR and the rest of the Underground Group was taken into public ownership. Today, the CCE&HR's tunnels and stations form the Charing Cross and Edgware branches and part of the High Barnet branch of the London Underground's Northern Line.

Contents

[edit] Establishment

In November 1891, notice was given that a private bill was to be presented to Parliament for the construction of the Hampstead, St Pancras & Charing Cross Railway (HStP&CCR).[2] The railway was planned to run underground from Heath Street in Hampstead to Strand in Charing Cross. The route was to run beneath Hampstead High Street, Rosslyn Hill, Haverstock Hill and Chalk Farm Road to Camden Town and then under Camden High Street and Hampstead Road to Euston Road. The route then continued beneath Tottenham Court Road and Charing Cross Road and King William Street (now William IV Street) to Agar Street adjacent to Strand. A branch was to separate from the main alignment north of Euston Road and run under Drummond Street to serve the main line stations at Euston, St Pancras and King's Cross.[3] Stations were planned at Hampstead, Belsize Park, Chalk Farm, Camden Town, Seymour Street (now part of Eversholt Street), Euston Road, Tottenham Court Road, Oxford Street, and Agar Street. On the branch, stations were planned for Euston and King's Cross.[3] Although a decision had not been made between the use of cable haulage or electric traction as the means of pulling the trains, a generating station was planned on Chalk Farm Road close to the London and North Western Railway's Chalk Farm station (later renamed Primrose Hill) which had a coal depot for deliveries.[3]

The inspiration for the promoters of the HStP&CCR was the success of the City & South London Railway (C&SLR), which had opened in November 1890 and had seen large passenger numbers in its first year of operation.[4] Bills for three similarly inspired new underground railways were also submitted to parliament for the 1892 parliamentary session and to ensure a consistent approach a Joint Select Committee was established to review the proposals. The committee took evidence on various matters regarding the construction and operation of deep-tube railways and made recommendations on the diameter of tube tunnels, method of traction, and the granting of wayleaves. After preventing the construction of the branch beyond Euston, the Committee allowed the HStP&CCR bill to proceed for normal parliamentary consideration. The rest of the route was approved and, following a change of the company name, the bill received Royal Assent on 24 August 1893 as the Charing Cross, Euston, and Hampstead Railway Act, 1893.[5]

[edit] Search for finance, 1893–1903

Financier Charles Yerkes who bought the CCE&HR in 1900
Financier Charles Yerkes who bought the CCE&HR in 1900

Although the company had obtained permission to construct the railway, it still had to raise the capital for the construction works. The CCE&HR was not alone in this; four other new tube railway companies were also looking for investors – the Baker Street & Waterloo Railway (BS&WR), the Waterloo & City Railway (W&CR) and the Great Northern & City Railway (GN&CR) (the three other companies that had received assent in 1893) and the Central London Railway (CLR, which had received assent in 1891).[6] Of the five companies, only the W&CR, which was the shortest line and was backed by the London and South Western Railway with a guaranteed dividend, was able to raise its funds without difficulty.[7] For the CCE&HR and the rest much of the remainder of the decade saw a struggle to find investors in an uninterested market.

Like most legislation of its kind, the act of 1893 imposed a time limit for the compulsory purchase of land and the raising of capital. To keep the powers granted by the act alive, the CCE&HR was obliged to submit a series of further bills to parliament for extensions of time. Extensions were granted by the Charing Cross Euston and Hampstead Railway Acts, 1897,[8] 1898,[9] 1900,[10] and 1902.[11]

A contractor was appointed in 1897, but funds were still not available and no work was started.[12] In 1900, foreign investors came to the rescue of the CCE&HR: American financier Charles Yerkes, who had been lucratively involved in the development of Chicago's tramway system in the 1880s and 1890s, saw the opportunity to make similar investments in London. Starting with the purchase of the CCE&HR in September 1900 for £100,000, he and his backers purchased a number of the unbuilt tube railways, and the operational but struggling Metropolitan District Railway (MDR).[13]

With the CCE&HR and the other companies under his control, Yerkes established the Underground Electric Railways Company of London Limited (UERL) to raise funds to build the tube railways and to electrify the steam-operated MDR. The UERL was capitalised at £5 million with the majority of shares sold to overseas investors.[14] Further share issues followed, which raised a total of £18 million (equivalent to approximately £1.6 billion in 2006)[15] to be used across all of the UERL's projects.[16]

[edit] Deciding the route, 1893–1903

While the CCE&HR was raising money, it continued to develop the plans for its route. On 24 November 1894, a notice of a new bill was published seeking powers to purchase additional land for its stations at Charing Cross, Oxford Street, Euston and Camden Town.[17] This bill was approved as the Charing Cross, Euston and Hampstead Railway Act, 1894 on 20 July 1895.[18] On 23 November 1897, a notice was published of a bill to change the route of the line at its southern end to terminate under Craven Street on the south side of Strand.[19] The bill was enacted as the Charing Cross, Euston and Hampstead Railway Act, 1898 on 25 July 1898.[9]

On 22 November 1898, the CCE&HR published another bill which sought permission to add an extension and to modify part of the route.[20] The extension was in the form of a branch from Camden Town to Kentish Town where a new terminus was planned to provide an interchange with the Midland Railway's Kentish Town station. Beyond the terminus, the CCE&HR line was to come to the surface for a depot on vacant land to the east of Highgate Road (occupied today by the Ingestre Road Estate). The modification was a change to the Euston branch: this was to be extended northwards from Euston to connect to the main route at the south end of Camden High Street. The section of the main route between the two ends of the loop would be omitted. Also included in this bill were powers to purchase a site in Cranbourn Street for an additional station (Leicester Square). The bill received Royal Assent as the Charing Cross, Euston and Hampstead Railway Act, 1899 on 9 August 1899.[21]

On 23 November 1900, the CCE&HR announced its most wide-ranging plans for modifying the route. Two separate bills were submitted to parliament, which were referred to as bills No. 1 and No. 2. Bill No. 1 proposed the continuation of the railway north from Hampstead to Golders Green, the purchase of land and properties for stations and the construction of a depot at Golders Green. Also proposed were minor adjustments to route alignments previously approved.[22][23] Bill No. 2 proposed two extensions: from Kentish Town to Brecknock Road, Archway Tavern, Archway Road and Highgate in the north and from Charing Cross to Parliament Square, Artillery Row and Victoria station in the south.[24][25]

The proposed extension to Golders Green would take the railway out of the urban and suburban areas and into open farmland. While this provided a convenient site for the CCE&HR's depot,[26] it is believed that underlying the decision was Yerkes' plan to profit from the sale of development land previously purchased in the area that would rise in value once the railway was opened.[27]

The CCE&HR's two bills were submitted to parliament at the same time as a large number of other bills for underground railways in the capital.[28] As it had done in 1892, Parliament established a joint committee under Lord Windsor to review the bills in a consistent way.[29] By the time the committee had examined the submitted bills and produced its report, the parliamentary session was almost over and the promoters of the bills were asked to resubmit them for the following 1902 parliamentary session.[30] In November 1901, the CCE&HR resubmitted Bills No. 1 and No. 2 as before together with a new bill – Bill No. 3. The new bill modified the route of the proposed extension to Golders Green and added a short extension running beneath Charing Cross main line station to the Victoria Embankment where it would provide an interchange with the existing MDR station (then called Charing Cross).[31]

Maps showing the development of the CCE&HR's planned route before construction started
Maps showing the development of the CCE&HR's planned route before construction started

The bills were again examined by a joint committee, this time under Lord Ribblesdale.[32] The sections of the bills which dealt with the proposed north-eastern extension from Archway Tavern to Highgate and the southern extension from Charing Cross to Victoria were deemed to not comply with parliamentary standing orders and were struck-out.[33][34]

[edit] The Hampstead Heath controversy

A controversial element of the CCE&HR's plans was the extension of the railway to Golders Green. The route of the tube tunnels took the line under Hampstead Heath and strong opposition was raised to this, concerned about the effect that the tunnels would have on the ecology of the heath. It was claimed by the Hampstead Heath Protection Society that the tunnels would drain the sub-soil of water and the vibration of passing trains would damage trees. Taking its lead from the Society's objections, The Times published a sensationalist article on 25 December 1900 including the following supposition:

"A great tube laid under the Heath will, of course, act as a drain, and it is quite likely that the grass and gorse and tress on the Heath will suffer from lack of moisture ... Moreover, it seems established that tube trains shake the earth to its surface; the constant jar and quiver will probably have a serious effect on the trees by loosening the roots."[35]

In fact, the tunnels were to be excavated at a depth of more than 200 ft (61 metres) below the surface,[33] the deepest of any on the London Underground.[36] In his presentation to the joint committee on this subject, the CCE&HR's counsel disparagingly refuted the objections:

"Just see what an absurd thing! Disturbance of the water when we are 240 feet [73 m] down in the London clay – about the most impervious thing you can possibly find; almost more impervious than granite rock! And the vibration on this railway is to shake down timber trees! Could anything be more ludicrous than to waste the time of the Committee in discussing such things presented by such a body!"[37]

A second railway company, the Edgware & Hampstead Railway (E&HR), also had a bill before parliament which proposed tunnels between Golders Green and Hampstead.[38] The E&HR planned a railway from Edgware in Middlesex (now the London Borough of Barnet) to connect to the CCE&HR at Hampstead. To avoid needless duplication of routes, the two companies agreed that the E&HR would abandon its plans for tunnels between Golders Green and Hampstead and would instead connect directly to the CCE&HR north of its station at Golders Green.[39]

The Metropolitan Borough of Hampstead, which had initially objected to the line, gave consent on the condition that a station be constructed between Hampstead and Golders Green to provide access for visitors to the heath. A new station was added at the northern edge of the heath at North End where it could also serve a new residential development planned for the area.[40] Once Parliament was satisfied that the extension would not damage the heath, the CCE&HR bills jointly received Royal Assent on 18 November 1902 as the Charing Cross, Euston and Hampstead Railway Act, 1902.[11] On the same date, the E&HR bill received its assent as the Edgware and Hampstead Railway Act, 1902.[11]

[edit] Construction, 1902–1907

Leslie Green's Tufnell Park station, an example of the design used for the CCE&HR's stations
Leslie Green's Tufnell Park station, an example of the design used for the CCE&HR's stations

With the funds available from the UERL and the route decided, site demolitions and preparatory works for the CCE&HR started in July 1902. On the 21 November 1902, the CCE&HR published a notice of a further bill which sought compulsory purchase powers for additional buildings for its station sites, planned the take-over of the E&HR and abandoned the previously agreed but no longer required section of the line from Kentish Town to the proposed depot site near Highgate Road. The bill also covered minor changes in tunnel alignments and dealt with various financial matters.[41][42] This bill was approved as the Charing Cross, Euston and Hampstead Railway Act, 1903 on 21 July 1903.[43]

Tunnelling began in September 1903.[44] Stations were provided with surface buildings designed by architect Leslie Green in the common UERL house-style of two-storey steel-framed buildings faced with red glazed terracotta blocks with wide semi-circular windows at first floor.[45] Each station was provided with either two or four lifts and an emergency spiral staircase in a separate shaft.[46]

While construction proceeded, the CCE&HR continued to submit bills to parliament. The Charing Cross, Euston and Hampstead Railway Act, 1904 which received assent on 22 July 1904 obtained purchasing powers for additional land for the station at Tottenham Court Road, for a new station at Mornington Crescent and changes at Charing Cross.[47][48] The Charing Cross, Euston and Hampstead Railway Act, 1905 received assent on 4 August 1905.[49][50] This act dealt mainly with the acquisition of the subsoil under part of the forecourt of Charing Cross main line station so that the CCE&HR's station could be excavated underneath.[51]

The sale of the building land at North End to conservationists to form the Hampstead Heath extension in 1904, meant a reduction in the number of potential passengers for the planned station there. Work continued below ground for a while and the platform tunnels and some passenger circulation tunnels were excavated but the station was abandoned in 1906 before the lift and stair shafts were dug and before a surface building was constructed.[52]

Tunnelling was completed in December 1905 after which work continued on the construction of the station buildings and the fitting-out of the tunnels with tracks and signalling equipment.[44] As part of the UERL group, the CCE&HR obtained its electricity from the company's Lots Road Power Station originally built for the electrification of the MDR. Work on the final section of the approved route from Charing Cross to the Embankment was not undertaken and the southern terminus on opening was Charing Cross as first planned. After a period of test running, the railway was ready to open in 1907.

[edit] Opening

Charing Cross, Euston & Hampstead Railway
uKBFa
Edgware Opened 1924
uABZlf uKDSl
Edgware depot
uHST
Burnt Oak Opened 1924
uHST
Colindale Opened 1924
uTUNNEL1
uHST
Hendon Central Opened 1923
uHST
Brent Cross Opened 1923
uBHF
Golders Green Opened 1907
uSTR uKDSa
Golders Green depot
uABZrg uSTRrf
uTUNNELa utKBFa
Archway Opened 1907
uteHST utSTR
North End Unopened
utSTR utHST
Tufnell Park Opened 1907
utHST utSTR
Hampstead Opened 1907
utSTR utHST
Kentish Town Opened 1907
utHST utSTR
Belsize Park Opened 1907
utSTR uteHST
South Kentish Town 1907-1924
utHST utSTR
Chalk Farm Opened 1907
utCPICl utCPICr
Camden Town Opened 1907
utABZld utABZrd
Camden Town Junction
utSTR utHST
Mornington Crescent Opened 1907
utSTRlf utUKRZo utSTRlg
Link from C&SLR Opened 1924
utCPICl utCPICr
Euston Opened 1907
utSTR utSTRlf
C&SLR to King's Cross
utHST
Warren Street Opened 1907
utHST
Goodge Street Opened 1907
utHST
Tottenham Court Road Opened 1907
utHST
Leicester Square Opened 1907
utHST
Charing Cross Opened 1907
utexSTRrg uetABZrf
Charing Cross Loop 1914-1926
utexSTR utHST
Embankment Opened 1914
utexWASSER utWASSER
River Thames
utexSTRlf uetABZrf
utHST
Waterloo Opened 1926
utSTR utSTRrg
C&SLR to Elephant & Castle
utCPICl utCPICr
Kennington Opened (C&SLR) 1890
utSTRlf utABZlg
Connection to C&SLR Opened 1926

The CCE&HR was the last of the UERL's three tube railways to open and was advertised as the "Last Link".[53] The official opening on 22 June 1907 was made by David Lloyd George, President of the Board of Trade, after which free travel was offered to the public for the rest of the day.[54] From its opening, the CCE&HR was generally known by the abbreviated names Hampstead Tube or Hampstead Railway and the names appeared on the station buildings and on contemporary maps of the tube lines.[55][56]

The railway had stations at:

Golders Green branch

Highgate branch

The original service was provided by a fleet of 150 carriages manufactured for the UERL by the American Car and Foundry Company and assembled at Trafford Park in Manchester.[58] These carriages, known by the American term "cars" due to their transatlantic origin,[59] were built to the same design as had been used on the BS&WR and the GNP&BR and operated as 25 six-car electric multiple unit trains without the need for separate locomotives.[60] Passengers boarded the trains via folding lattice gates at each end of cars which were operated by Gate-men who rode on the outside platform and announced station names as trains arrived. The design became known on the Underground as the 1906 or Gate stock.

[edit] Co-operation and consolidation, 1907–1910

Despite the UERL's success in financing and constructing the Hampstead Railway in only seven years, its opening was not the financial success that had been expected. In the Hampstead Tube's first twelve months of operation it carried 25 million passengers, just half of the 50 million that had been predicted during the planning of the line.[61] The UERL's pre-opening predictions of passenger numbers for its other new lines also proved to be greatly over optimistic, as did the improvement in passengers expected on the newly electrified MDR – in each case achieving only around fifty per cent of their targets.[62]

The lower than expected passenger numbers were partly due to competition between the individual tube and sub-surface railway companies, but the introduction of electric trams and motor buses, replacing slower, horse-drawn transport, took a large numbers of passengers away from the trains. The problem was not limited to the UERL; all of London's seven tube lines and the sub-surface MDR and Metropolitan Railway (MR) were affected to a degree and the reduced revenues generated from the lower numbers of passengers made it difficult for the UERL and the other railways to pay back the capital borrowed and pay dividends to shareholders.[63]

In an effort to improve their collective situations, the UERL together with the C&SLR, the CLR and the GN&CR began, from 1907, to introduce fare agreements. From 1908, they began to present themselves through common branding as the Underground.[63] The W&CR was the only tube railway that did not participate in the arrangement as it was owned by the mainline L&SWR.

The UERL's three tube railway companies were still legally separate entities with their own management teams and separate shareholder and dividend structures. There was a large degree of duplicated administration between the three companies and, to streamline the management and to reduce expenditure, the UERL announced a new bill in November 1909 that would merge the Hampstead Tube, the Piccadilly Tube and the Bakerloo Tube into a single entity, the London Electric Railway, although the lines retained their own individual branding.[64][65] The bill received assent on 26 July 1910 as the London Electric Railway Amalgamation Act, 1910.[66]

[edit] Extensions

[edit] Embankment, 1910–1914

In November 1910, the LER published notice of a bill to revive the 1902 permission to continue the line from Charing Cross to Embankment that had not been built.[67] The extension was planned as a single tunnel, running in a loop under the Thames, connecting the ends of the two existing tunnels. Trains were to run in one direction around the loop stopping at a single-platform station constructed to provide an interchange with the BS&WR and MDR at Embankment station.[68] The bill received assent as the London Electric Railway Act, 1911 on 2 June 1911.[69] The loop was constructed from a large excavation north-west of the MDR station and was connected to the sub-surface line with escalators.[70] The station opened on 6 April 1914[57] as:

[edit] Hendon and Edgware, 1902–1924

In the decade after the E&HR received royal assent for its route from Edgware to Hampstead, the company continued to search for finance and revised its plans in conjunction both with the CCE&HR and a third railway company, the Watford & Edgware Railway (W&ER) which had plans to build a line linking the E&HR to Watford.

Following the enactment of the Watford and Edgware Railway Act, 1906,[72] the W&ER briefly took over the powers of the E&HR to construct the line from Golders Green to Edgware. Struggling to find funds, the W&ER attempted a formal merger with the E&HR by way of a bill submitted to parliament in 1906,[73] with the intention of constructing and operating the whole of the unbuilt route from Golders Green to Watford as a light railway but the bill was rejected by parliament and, when the W&ER's powers lapsed, control returned to the CCE&HR.[74]

The E&HR company had remained in existence and had obtained a series of acts to preserve and develop its plans. The Edgware and Hampstead Railway Acts, 1905,[75] 1909[76] and 1912[77] granted extensions of time, approved changes to the route, gave permissions for viaducts and a tunnel and allowed the closure and re-routing of roads to be crossed by the railway's tracks. Through these changes it was intended that the CCE&HR would provide and operate the trains and this was formalised by the London Electric Railway Act, 1912,[77] which approved the LER's take over of the E&HR.

No immediate effort was made to start the works and they were postponed indefinitely when World War I started. With war-time restrictions in place, any construction work for the railway was prevented and yearly extensions to the earlier E&HR acts were granted under special war time powers each year from 1916 until 1922, giving a final date by which compulsory purchases had to be made of 7 August 1924.[78] However; although the permissions to carry out the works had been maintained, the UERL was not in a position to raise the funds needed to pay for the works. Construction costs had increased considerably during the war years and the returns produced by the company could not cover the cost of repaying borrowed capital.[79]

The project was 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 UERL was able to obtain the funds and work began on extending the Hampstead tube to Edgware. The Group's Managing Director/Chairman, Lord Ashfield, ceremoniously cut the first sod to begin the works at Golders Green on 12 June 1922.[80]

Stanley Heaps' Brent Cross station, an example of the design used for the Edgware extension stations
Stanley Heaps' Brent Cross station, an example of the design used for the Edgware extension stations

The new extension was routed through undeveloped open farmland enabling it to be constructed on the surface more easily and cheaply than a deep tube line below the surface. A viaduct was constructed across the Brent valley and a short section of tunnel was required at The Hyde, Hendon. Stations were designed in a suburban pavilion style by the UERL's architect Stanley Heaps. The first section of the line was opened on 19 November 1923[57] with stations at:

The remainder of the extension opened on 18 August 1924[57] with stations at:

[edit] Kennington, 1922–1926

On 21 November 1922, the LER published a notice of a new bill to be presented for the 1923 parliamentary session, The bill included the proposal to extend the line from its southern terminus[81] to the C&SLR's station at Kennington where it would form an interchange with that line.[82] The bill received Royal assent as the London Electric Railway Act, 1923 on 2 August 1923.[83]

The work involved the rebuilding of the CCE&HR's former terminus station below ground to enable through running and the loop tunnel was abandoned. Tunnels were extended under the Thames to Waterloo station and then to Kennington where two additional platforms were constructed to provide interchange facilities to the C&SLR. Immediately south of Kennington station, the CCE&HR tunnels connected to those of the C&SLR. The new service was opened on 13 September 1926 to coincide with the opening of the extension of the C&SLR to Morden.[57] The Charing Cross to Kennington link had stations at:

The LER had purchased the C&SLR in 1913,[84] and the connection of the two railways at Kennington, together with the 1924 extension of the C&SLR from Euston to connect to the CCE&HR at Camden Town, enabled the full operational integration of the two railways. Combined services operated over the CCE&HR and C&SLR routes using the newly built Standard Stock trains. On tube maps the combined lines were shown in a single colour although the separate names continued in use into the 1930s.[85]

[edit] Move to public ownership, 1924–1933

Despite improvements made to other parts of the network,[86] the Underground railways were still struggling to make a profit. 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.[87] 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.

In an effort to protect the Group's income Lord Ashfield lobbied the government for regulation of transport services in the London area. During the 1920s, a series of legislative initiatives were 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.[88] 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 Transport Passenger Area.[89] The Board was a compromise – public ownership but not full nationalisation – and came into existence on 1 July 1933. From this date, the LER, the Hampstead tube and the other Underground companies were liquidated.[90]

[edit] Notes

  1. ^ a b Length of line calculated from distances given at Clive's Underground Line Guides, Northern Line, Layout. Clive D. W. Feathers. Retrieved on 2008-01-27.
  2. ^ London Gazette: no. 26226, pages 6324–6326, 1891-11-24. Retrieved on 2008-05-27.
  3. ^ a b c Badsey-Ellis 2005, p. 58.
  4. ^ In its first year of operation the C&SLR carried 5.1 million passengers – Wolmar 2004, p. 321.
  5. ^ London Gazette: no. 26435, page 4825, 1893-08-25. Retrieved on 2008-05-27.
  6. ^ The Central London Railway received assent on 5 August 1891, the Baker Street & Waterloo Railway Act received assent on 28 March 1893, the Waterloo and City Railway Act received assent on 8 March 1893 and the Great Northern & City Railway Act received assent on 24 August 1893 – Badsey-Ellis 2005, pp. 47, 56, 57, 59.
  7. ^ Badsey-Ellis 2005, pp. 57, 112.
  8. ^ London Gazette: no. 26859, page 3128, 1897-06-04. Retrieved on 2008-05-27.
  9. ^ a b London Gazette: no. 26990, page 4506, 1898-07-26. Retrieved on 2008-05-27.
  10. ^ London Gazette: no. 27197, page 3404, 1900-05-29. Retrieved on 2008-05-27.
  11. ^ a b c London Gazette: no. 27497, page 7533, 1902-11-21. Retrieved on 2008-05-27.
  12. ^ Wolmar 2004, p. 184.
  13. ^ Between September 1900 and March 1902, Yerkes' consortium purchased the CCE&HR (September 1900), the MDR (March 1901), the Brompton and Piccadilly Circus Railway, the Great Northern and Strand Railway (both September 1901) and the BS&WR (March 1902) – Badsey-Ellis 2005, p. 118.
  14. ^ Yerkes was Chairman of the UERL with the other main investors being investment banks Speyer Brothers (London), Speyer & Co. (New York) and Old Colony Trust Company (Boston) – Badsey-Ellis 2005, p.118.
  15. ^ Cumulative UK inflation between 1903 and 2006 totals 8114.56%. Data from Historic inflation calculator. thisismoney.co.uk.
  16. ^ Like many of Yerkes' schemes in the United States, the structure of the UERL's finances was highly complex and involved the use of novel financial instruments which were linked to future earnings. Over optimistic expectations of passenger usage meant that many investors failed to receive the returns expected – Wolmar 2004, pp. 170–172.
  17. ^ London Gazette: no. 26461, pages 6859–6860, 1893-11-24. Retrieved on 2008-05-27.
  18. ^ London Gazette: no. 26535, page 4214, 1894-07-24. Retrieved on 2008-05-27.
  19. ^ London Gazette: no. 26913, pages 6827–6829, 1897-11-23. Retrieved on 2008-05-27.
  20. ^ London Gazette: no. 27025, pages 7134–7136, 1898-11-22. Retrieved on 2008-05-27.
  21. ^ London Gazette: no. 27107, pages 5011–5012, 1899-08-11. Retrieved on 2008-05-27.
  22. ^ London Gazette: (Supplement) no. 27249, pages 7613–7616, 1900-11-23. Retrieved on 2008-05-27.
  23. ^ Badsey-Ellis 2005, p. 94.
  24. ^ London Gazette: (Supplement) no. 27249, pages 7491–7493, 1900-11-23. Retrieved on 2008-05-27.
  25. ^ Badsey-Ellis 2005, p. 95.
  26. ^ The site adjacent to Highgate Road was smaller than the site at Golders Green.
  27. ^ Before construction of the railway began, land in Golders Green was valued at £200 - £300 per acre. After work started, the value increased to £600 - £700 per acre – Wolmar 2004, pp. 172–173 & 187.
  28. ^ In addition to bills for extensions to existing tube railways, bills for seven new tube railways were submitted to parliament in 1901 – Badsey-Ellis 2005, p. 92. While a number of them received Royal Assent, none of them were built.
  29. ^ Badsey-Ellis 2005, p. 93.
  30. ^ Badsey-Ellis 2005, p. 111.
  31. ^ London Gazette: no. 27379, pages 7732–7734, 1901-11-22. Retrieved on 2008-05-27.
  32. ^ The Ribblesdale committee examined bills for tube railways on a north–south alignment. Lord Windsor headed a separate committee to examine bills for tube railways on an east–west alignment – Badsey-Ellis 2005, p. 131.
  33. ^ a b Badsey-Ellis 2005, p. 137.
  34. ^ Rules and procedures known as standing orders existed covering the presentation of private bills to parliament and a failure to comply with these could result in a bill's rejection. Standing orders for railway bills included requirements to publish a notice of intention to submit the bill in the London Gazette in the November of the preceding year, to submit maps and plans of the route to various interested parties, to provide an estimate of the cost and to deposit 5% of the estimated cost into the Court of Chancery – Badsey-Ellis 2005, p. 41.
  35. ^ The Times, 25 December 1900, quoted in Wolmar 2004, pp. 184–185.
  36. ^ Wolmar 2004, p. 185.
  37. ^ Quoted in Badsey-Ellis 2005, p. 137.
  38. ^ London Gazette: no. 27380, pages 8200–8202, 1901-11-26. Retrieved on 2008-05-27.
  39. ^ Badsey-Ellis 2005, p. 138.
  40. ^ North End station has also been known as Bull and Bush due to its proximity to a pub of that name.
  41. ^ London Gazette: no. 27497, pages 7642–7644, 1902-11-21. Retrieved on 2008-05-27.
  42. ^ The financial matters included a proposal to formally transfer the CCE&HR's powers to another of the UERL's railways, the Great Northern, Piccadilly & Brompton Railway. Together with similar proposals included in a bill for the other UERL tube line, the BS&WR, this would have merged the three separate companies into one. The proposal was rejected by Parliament – Badsey-Ellis 2005, p. 203.
  43. ^ London Gazette: no. 27580, page 4668, 1903-07-24. Retrieved on 2008-05-27.
  44. ^ a b Wolmar 2004, p. 185.
  45. ^ Three CCE&HR stations were exceptions to Leslie Green's usual station design: Golders Green had a brick-built station building, Tottenham Court Road was accessed by subways and had no building of its own and Charing Cross used an entrance built into the side of the main line station building.
  46. ^ The lifts, supplied by American manufacturer Otis (Wolmar 2004, p. 188), were installed in pairs within 23 ft diameter shafts (Connor 1999, plans of stations). The number of lifts varied, depending on the expected passenger demand at the stations: Hampstead has four lifts but Chalk Farm and Mornington Crescent have two each (Clive's Underground Line Guides, Lifts and Escalators. Clive D. W. Feathers. Retrieved on 2008-05-27.).
  47. ^ London Gazette: no. 27618, pages 7195–7196, 1903-11-20. Retrieved on 2008-05-27.
  48. ^ London Gazette: (Supplement) no. 27699, pages 4827–4828, 1904-07-26. Retrieved on 2008-05-27.
  49. ^ London Gazette: no. 27737, pages 7774–7776, 1904-11-22. Retrieved on 2008-05-27.
  50. ^ London Gazette: no. 27825, pages 5447–5448, 1905-08-08. Retrieved on 2008-05-27.
  51. ^ Previous CCE&HR acts had already obtained permission for the use of most of the subsoil under the station's forecourt and this act extended the permission to the whole of its area – Badsey-Ellis 2005, p. 237.
  52. ^ Connor 1999 pp. 14–17.
  53. ^ Badsey-Ellis 2005, p. 250.
  54. ^ Wolmar 2004, p. 186.
  55. ^ Photograph of Euston Road station (now Warren Street), 1907 – London Transport Museum photographic archive. Retrieved 2008-05-27.
  56. ^ 1908 tube map – A History of the London Tube Maps. Retrieved 2008-05-27.
  57. ^ a b c d e f Rose 1999
  58. ^ Wolmar 2004, p. 188.
  59. ^ Coupling, Handing and UNDMs – Main and Train Lines. The Tube Professionals' Rumour Network. Retrieved on 2008-05-27.
  60. ^ Train Formation Diagrams – Fig. 1: Gate Stock Train Formations 1903–1906. The Tube Professionals' Rumour Network. Retrieved on 2008-05-27.
  61. ^ Wolmar 2004, p. 191.
  62. ^ The UERL had predicted 35 million passengers for the B&SWR and 60 million for the GNP&BR in their first year of operation but achieved 20.5 and 26 million respectively. For the MDR it had predicted an increase to 100 million passengers after electrification but achieved 55 million – Wolmar 2004, p. 191.
  63. ^ a b Badsey-Ellis 2005, pp. 282–283.
  64. ^ London Gazette: no. 28311, pages 8816–8818, 1909-11-23. Retrieved on 2008-05-27.
  65. ^ The merger was carried out by transferring the CCE&HR and the BS&WR to the GNP&BR and renaming the GNP&BR as the London Electric Railway.
  66. ^ London Gazette: no. 28402, pages 5497–5498, 1910-07-29. Retrieved on 2008-05-27.
  67. ^ London Gazette: no. 28439, pages 8408–8411, 1910-11-22. Retrieved on 2008-05-27.
  68. ^ Badsey-Ellis 2005, p. 271. Part of the loop remains in use today as the sharply curved northbound Northern Line platform.
  69. ^ London Gazette: no. 28500, page 4175, 1911-06-02. Retrieved on 2008-05-27.
  70. ^ Badsey-Ellis 2005, p. 271.
  71. ^ The B&SWR and MDR parts of the station had had different names. The B&SWR section was renamed Charing Cross (Embankment) to match the CCE&HR but the MDR part continued to be called just Charing Cross – Rose 1999
  72. ^ London Gazette: no. 27938, pages 5453–5454, 1906-08-07. Retrieved on 2008-05-27.
  73. ^ London Gazette: no. 27971, pages 8372–8373, 1906-11-27. Retrieved on 2008-05-27.
  74. ^ Beard 2002, pp. 11–15.
  75. ^ London Gazette: no. 27825, pages 5477–5478, 1905-08-08. Retrieved on 2008-05-27.
  76. ^ London Gazette: no. 28300, page 7747, 1909-10-22. Retrieved on 2008-05-27.
  77. ^ a b London Gazette: no. 28634, pages 5915–5916, 1912-08-09. Retrieved on 2008-05-27.
  78. ^ London Gazette: no. 32753, page 7072, 1922-10-06. Retrieved on 2008-05-27.
  79. ^ Wolmar 2004, pp. 220–221.
  80. ^ Photograph of Lord Ashfield cutting the first sod – London Transport Museum photographic archive. Retrieved 2008-05-27.
  81. ^ In a three-way renaming on 9 May 1915, the CCE&HR's terminus station Charing Cross (Embankment) was renamed Charing Cross, the CCE&HR's Charing Cross station (which had briefly been named Charing Cross (Strand)) was renamed Strand and the GNP&BR's Strand station was renamed Aldwych – Rose 1999
  82. ^ London Gazette: no. 32769, pages 8230–8233, 1922-11-21. Retrieved on 2008-05-27.
  83. ^ London Gazette: no. 32850, page 5322, 1923-08-03. Retrieved on 2008-05-27.
  84. ^ The LER purchased both the C&SLR and Central London Railway on 1 January 1913, making the payments in its own shares – Wolmar 2004, p. 205.
  85. ^ The combined route was shown in black as it is today with the line names given as Hampstead and Highgate Line and City & South London Railway – for example, see 1926 tube map from A History of the London Tube Maps. Retrieved on 2007-09-20.
  86. ^ During World War I, the BS&WR was extended from Paddington to Watford Junction. Post war; the extension of the CLR from Wood Lane to Ealing Broadway (1920) was opened.
  87. ^ 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 – Wolmar 2004, p. 204.
  88. ^ Wolmar 2004, pp. 259–262.
  89. ^ London Gazette: no. 33668, pages 7905–7907, 1930-12-09. Retrieved on 2008-05-27.
  90. ^ Wolmar 2004, p. 266.

[edit] Bibliography

  • Badsey-Ellis, Antony [2005]. London's Lost Tube Schemes. Capital Transport. ISBN 1-85414-293-3. 
  • Beard, Tony [2002]. By Tube Beyond Edgware. Capital Transport. ISBN 1-85414-246-1. 
  • Connor, J.E. (1999). London's Disused Underground Stations. Capital Transport. ISBN 185414-250-X. 
  • Rose, Douglas (1999). The London Underground, A Diagrammatic History. Douglas Rose/Capital Transport. ISBN 1-85414-219-4. 
  • Wolmar, Christian [2004]. The Subterranean Railway: How the London Underground Was Built and How It Changed the City Forever. Atlantic Books. ISBN 1-84354-023-1. 
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