The Prince of Wales opens the Central London Railway from Shepherd's Bush to Bank (the 'Twopenny Tube'). This is now part of the Central line 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". File:Ltmd-c&slr-number13-01.jpg thanks for having given me an opportunity of being present to inaugurate a work which I have but little doubt will be of the greatest use to the community, and which will especially be a great boon to this great metropolis. It must be a matter of deep thought to all of us, the ever-increasing growth of this city, and the consequent increasing difficulties of the means of access. 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. This is King William Street station, and it’s currently serving a useful function as part of the Bank station upgrade project, which I wrote about last week.

A new Hammersmith Service Control Centre opens, improving reliability and customer information on sections of the Circle and Hammersmith & City lines London Underground becomes a wholly-owned subsidiary of TfL. A comprehensive plan follows to improve the Tube, refurbish hundreds of stations, upgrade lines to provide faster, more frequent and reliable services, install step-free access at many locations and entirely rebuild some central London stations too small to deal with the number of people passing through every day.an extension of time for the 1893 Act and changes to the construction of Bank station. [34] Approved as the City and South London Railway Act 1896 on 14 August 1896. [35] Rose, Douglas (1999). The London Underground, A Diagrammatic History. Douglas Rose/Capital Transport. ISBN 1-85414-219-4. 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.) From 1908, they began to present themselves through common branding as the Underground. The Waterloo and City Railway, operated by the mainline London and South Western Railway, was the only tube railway that did not participate in the arrangement. The City and South London Railway (C&SLR) was the first deep-level underground "tube" railway in the world, [1] [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 – an experimental technology at the time – was chosen instead.

Rose, Douglas (1999) [1980]. The London Underground, A Diagrammatic History. Douglas Rose/Capital Transport. ISBN 1-85414-219-4. In the 1902 session, the bill was considered again but was subject to opposition from one of London's other underground railways, the Metropolitan Railway (MR), which considered the proposed extension to be a threat to its service between King's Cross and Moorgate. The I&ER also submitted a petition to allow the C&SLR to take over the powers of the railway if approved. [49] The committee reversed its earlier decision and rejected the bill. [50] In November 1902, the C&SLR submitted a bill in its own name for the Euston extension as well as the authority to take over the dormant powers of the C&BR. [51] At Euston, the railway would have an interchange with the planned but not yet built Charing Cross, Euston and Hampstead Railway (CCE&HR). 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. [note 14] 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. Despite the modernisation of the C&SLR and other improvements made to other parts of the network, 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. 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. Work continued on the rest of the northern extension. The City and South London Railway Act 1900, approved on 25 May 1900, [40] gave permission to enlarge the station tunnel at Angel to a diameter of 9.2m (30ft 2in) [41] [42] and the rest of the extension opened on 17 November 1901, [43] with stations at:Company was incorporated as the City of London and Southwark Subway Company, to construct an underground railway [2], the original intention being to operate it by cable. Work continued on the rest of the northern extension. The City and South London Railway Act, 1900, approved on 25 May 1900, [42] gave permission to enlarge the station tunnel at Angel to a diameter of 9.2 m (30 ft) [43] [44] and the rest of the extension opened on 17 November 1901, [40] with stations at: 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. Runaway of an engineering train from Highgate 13 August 2010 (Technical report). RAIB. 2011. 09-2011. an extension of time for the 1896 Act, plans to add sidings to the southern extension at Clapham Common and plans to sell King William Street station and its approach tunnels to the newly proposed City and Brixton Railway (C&BR). Approved as the City and South London Railway Act, 1898 on 23 May 1898.

Surrey Canal Road station campaign must continue says Caroline Pidgeon". Rail News. 2 September 2010 . Retrieved 17 December 2012. Major Bank station upgrade is completed, including a brand new entrance into Bank station within the new Bloomberg development Near Borough station the new tunnels would branch off via a new station to form an interchange with the SE&CR and the LB&SCR at London Bridge mainline station. The tunnels would then pass to the east of London Bridge, north through the City of London to Angel. Following a delay, during which a Joint Select Committee reviewed the proposals of several new underground railways, [29] the City and South London Railway Act 1893 received royal assent on 24 August 1893. [30] The Act also incorporated another bill of 1893 [31] to grant an extension of time to build the southern extension to Clapham. [29]

Chiltern railway map

Electric traction had been used for a number of tramway systems during the 1880s, starting with the Berlin tram system, which opened its first electric line in 1881. The First Capital Connect which transports 3.2 billion passengers per year, is the Thameslink Great Northern franchise since 2006 and is operated by First Group. The bill was rejected on the grounds that the extension failed to make a connection to the existing line. In November 1891, the C&SLR published details of a revised bill for the extension to Islington. The company had recognised the deficiencies of its King William Street station and, just a year after the line had opened, planned to construct a new pair of tunnels to bypass the problematic northern section. The Souteastern Railway is the Integrated Kent franchise since 2006 and is operated by Govia (Go-Ahead and Keolis)

The narrow ‘tube’ tunnels of the London Underground are known for being claustrophobic, but there was one part of the network was being even more constrained – the City and South London Railway. This is the story of how the tunnels were enlarged. The London Passenger Transport Board is nationalised and now becomes the London Transport Executive

London overground map

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.