42-484: The New Works Programme of 1935–1940 was the major investment programme delivered by the London Passenger Transport Board (LPTB), commonly known as London Transport, which had been created in 1933 to coordinate underground train, tram , trolleybus and bus services in the capital and the surrounding areas. The programme was to develop many aspects of the public transport services run by
84-507: A capital of approximately £120 million, came under the LPTB. Central buses, trolleybuses, underground trains and trams were painted in "Underground" and "London General" red, coaches and country buses in green, with coaches branded Green Line . Already in use on most of the tube system, "U NDERGROUN D" branding was extended to all lines and stations. The name was said to have been coined by Albert Stanley, 1st Baron Ashfield in 1908, when he
126-414: A forecourt for access to a curving range of shops and a continuation of Spur Road heading to the north-east to a new housing development. The station was designed by the LPTB's architectural department in conjunction with the estates department of All Souls College. The station platforms were to be on the viaduct and on a bridge over Spur Road and were to be long enough for nine-car trains being planned for
168-411: A legal entity until wound up on 23 December 1949. Brockley Hill tube station Brockley Hill was a proposed London Underground station that was going to be built at Brockley Hill in north London as part of the 1935-1940 New Works Programme for the London Passenger Transport Board . This station would have been the first of three to be built as part of a 1930s extension project (known as
210-602: A more or less full monopoly of transport services within its area, with the exception of those provided by the Big Four railway companies such as the Southern Railway . Consequently, it was empowered to enter into co-ordination agreements with the mainline railway companies concerning their suburban services. It was, to a limited extent, accountable to users via The London and Home Counties Traffic Advisory Committee. Ninety-two transport and ancillary undertakings, with
252-446: A number of suburban lines. These included: On the city's roads, the programme was to see the large-scale abandonment of trams and their replacement by trolleybuses, creating the world's largest trolleybus system at that date. Substantial and rapid progress was made on the network across the capital before the advent of World War II delayed, then prevented its completion. The Central line tunnel relining works were completed in 1938 and
294-471: A single-track goods line until closed in 1964. The electrification of the Metropolitan line from Rickmansworth to Amersham and Chesham was not completed until 12 September 1960. and the quadrupling of the tracks was not completed until 1961, but only to a point north of Moor Park . The complete re-signalling of the line north of Rickmansworth was done by 1959. As electrification did not take place all
336-547: Is in what is now Edgware Way Grassland close to Edgwarebury Park on the north side of the junction of Edgware Way / Watford Bypass ( A41 ), and Spur Road ( A410 ). The station was the first of three planned by London Passenger Transport Board (LPTB) in 1935 to extend the Northern line from Edgware to Bushey Heath . There was debate about the name for the station, with Edgwarebury , Edgebury , Canons , North Edgware and All Souls all being proposed. The extension
378-535: The Edgware, Highgate and London Railway to Watford Junction via Bushey, but it had never raised the capital required and its powers to construct a line had expired in 1911. The specific route to Bushey Heath was approved by parliament in October 1937. The LPTB's principal purpose for the extension to Elstree was to stimulate the development of new residential areas to increase passenger numbers. A secondary purpose
420-711: The London Traffic Area (LTA) defined by the London Traffic Act 1924 and the part of the LPTA that was within the LTA was defined as the "special area" within which the LPTB had a monopoly of local road public transport. Under the Act the LPTB acquired the following concerns: The LPTB was a quasi-public organisation akin to a modern quango with considerable autonomy granted to its senior executives. It enjoyed
462-599: The Town and Country Planning Act 1947 had created the Metropolitan Green Belt around London curtailing further urban expansion. Without the planned housing estates to serve the line, the Northern Heights extension project was permanently cancelled. Most of the pre-war brick foundations for Brockley Hill station and its approach viaduct were demolished in the subsequent decade. The station's location
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#1732781166378504-662: The "Northern Heights") to extend the Northern Line to Bushey Heath . The next stops being Elstree South and Bushey Heath , both would have been near the Aldenham Works , London Transport 's main bus overhaul depot. Brockley Hill station was never completed because project funding was withdrawn in December 1939 due to the outbreak of the Second World War . Post-war the project did not restart because
546-642: The Bushey Heath Extension were reduced to an extension to Brockley Hill in 1949. In 1953 the decision was made to cancel this part as well. The GN&C branch had transferred to the Northern line before the war and remained under its control after the war, but it was never integrated into the rest of the line. The completion of the electrification of the LNER's remaining tracks from Finsbury Park to Alexandra Palace and from Mill Hill East to Edgware
588-491: The LNER services. Underground services to High Barnet commenced on 14 April 1940. Highgate station came into use on 19 January 1941 and services started operating on the branch to Mill Hill East on 18 May 1941. This latter section was finished, exceptionally, to serve Inglis Barracks . The outstanding electrification works on the remainder of the LNER's branch from Finsbury Park to Highgate, from Highgate to Alexandra Palace and from Mill Hill East to Edgware were halted. Works on
630-597: The LPTB and the suburban rail services of the Great Western Railway (GWR) and London and North Eastern Railway (LNER). The investment was largely backed by government assistance as well as by the issuing of financial bonds and was estimated to cost £42,286,000 in 1936 (approximately £3.63 billion today). The Programme saw major reconstructions of many central area Underground stations, with escalators being installed to replace lifts; extensions of several tube lines; and connection to and electrification of
672-690: The LPTB were often of exemplary quality and are still much sought after. The LPTB was replaced in 1948 by the London Transport Executive , under the Transport Act 1947 . It was effectively nationalised, being taken under the wing of the British Transport Commission , which also ran much of the nation's other bus companies, an amount of road haulage, as well as the nation's railways, but it still retained considerable autonomy. The LPTB continued to exist as
714-507: The board, through the new works, was the transition from tram to trolleybus operation alluded to earlier. In 1933, the LPTB had operated 327 route miles of tramways and 18 route miles of trolleybuses. By 1948, these totals were 102 and 255 miles respectively, mainly by eliminating trams in North London. The final disappearance of trams, in 1952, was regretted by some sections of the staff and the public, but in terms of impact on users, this
756-656: The conduct of public affairs and, in the case of two members, shall be persons who have had not less than six years' experience in local government within the London Passenger Transport Area." The first chairman and vice-chairman were Lord Ashfield and Frank Pick , who had held similar positions with the Underground Group. Members of the board had a term of office of between three and seven years, and were eligible for reappointment. Latham and Cliff became Chairman and Vice-Chairman of
798-819: The extension beyond Edgware were also stopped, although the construction of the new tube depot at Aldenham was completed and the buildings were used to construct Halifax bomber aircraft for the RAF . Other parts of the land purchased for the Bushey Heath extension were farmed during the war to provide food for London Transport canteens. On the Central line, works on the eastern extension had progressed furthest with tunnels constructed to Leyton and from Leytonstone to Newbury Park . These were put into service as air-raid shelters (with disastrous results at Bethnal Green ) and as underground factories operated by Plessey . After
840-463: The final conversion taking place on 9 June 1940. The remaining tram routes, mainly in South London, were not finally replaced until 6 July 1952, and then by diesel buses, rather than trolleybuses. The Aldenham site was converted for use as a bus overhaul works for all London Transport buses and opened in 1955. London Passenger Transport Board The London Passenger Transport Board was
882-536: The issue of interest-bearing stock – C stock – authorised by the enabling Act, which meant that those former businesses continued to earn yields from their holdings. The LPTB had a chairman and six other members. The members were chosen jointly by five appointing trustees listed in the Act: The Act required that the board members should be ' persons who have had wide experience, and have shown capacity, in transport, industrial, commercial or financial matters or in
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#1732781166378924-455: The line had been cleared and laid out and some earthworks and tunnelling carried out between Edgware and Elstree South. At the site of Brockley Hill station and south of Edgware Way, construction of the piers of the viaduct had begun and three out of 12 arches at Brockley Hill station had been completed by August 1939. Following the outbreak of war in Europe, work on the station and the extension
966-553: The new Northern line service. The ticket hall was to be located under the bridge with stairs up to the platforms and provision for escalators to be installed later. The station was to be provided with a car park for 20–25 cars. Construction on the Northern Heights project began in the late 1930s but was interrupted by the Second World War . Most of the work to that date had been carried out on LNER branch tracks, but work between Edgware and Bushey Heath had started in June 1939. The route of
1008-556: The organisation responsible for local public transport in London and its environs from 1933 to 1948. In common with all London transport authorities from 1933 to 2000, the public name and brand was London Transport . The London Passenger Transport Board (LPTB) was established pursuant to the London Passenger Transport Act 1933 enacted on 13 April 1933. The bill had been introduced by Herbert Morrison , who
1050-462: The outstanding New Works Programme. The cases for the Northern line extension to Bushey Heath and the continuation of the Central line extension beyond West Ruislip to Denham were damaged by the introduction of the Town and Country Planning Act 1947 , which led to the creation of Metropolitan Green Belt around the capital including areas of land through which the new lines were planned and which had been intended for development as housing. Plans for
1092-543: The public sector. On 1 July 1933, the LPTB came into being, covering the "London Passenger Transport Area". The LPTB's financial structure was not the same as that of outright nationalisation, which did not occur until the London Transport Executive was established on 1 January 1948. When the LPTB was formed in 1933, the companies taken over, notably the Underground Group and Thomas Tilling 's London operations, were 'bought' partially with cash and partially by
1134-457: The replacement of the line's power supply was completed in 1940. The Bakerloo line service to Stanmore started on 20 November 1939. The 1938 tube stock came into operation as intended although the extensions they were built for were not completed at once. Progress on the Northern line works enabled the extension from Archway to come into service as far as East Finchley on 3 July 1939 (excluding Highgate station), where interchanges were made with
1176-448: The site lay just within the green belt. The line beyond to Bushey Heath would have been completed for access to the depot. Analysis showed the capacity needed without the Bushey Heath extension could be accommodated by developing LNER's former Highgate depot, and the final part of the route was abandoned on 26 November 1953. The viaduct piers south of Edgware Way were demolished in 1959 to make way for new housing. The completed arches of
1218-456: The station viaduct were partially demolished in the 1960s leaving stumps of brickwork in a field and part of the north abutment of the bridge adjacent to Edgware Way. Earthworks north of the station site parallel with the bypass indicate the route towards Elstree South. The route for the railway north from Edgware station had been reserved through the W&;ER's right of way before Edgware station
1260-463: The stations would serve. After the war, new legislation limited expansion of urban areas into the countryside. This created the Metropolitan Green Belt around London and the area covered the Northern line extension. Without housing estates, the line had no purpose and the plans for the route north of Brockley Hill were cancelled in October 1950. Some consideration was given to completing the extension as far as Brockley Hill, as it had some housing and
1302-652: The successor London Transport Executive in 1947. The London Passenger Transport Area (LPTA) had an approximate radius of 30 miles (48 km) from Charing Cross , extending beyond the boundaries of what later officially became Greater London , to Baldock in the North, Brentwood in the East, Horsham in the South and High Wycombe in the West. The LPTA had an area of 1,986 square miles (5,140 km ). The LPTA overlapped with
New Works Programme - Misplaced Pages Continue
1344-541: The tram network by what was to become one of the world's largest trolleybus systems. During this period, two icons of London Transport were first seen: 1938 tube stock trains and the RT-type bus . Although curtailed and delayed by the outbreak of World War Two, the programme nevertheless delivered some key elements of the present overground sections of the Underground system. However, the most profound change enacted by
1386-483: The war, a prioritisation of the limited resources available to London Transport saw the Central line extensions progressed, with the first new section in the east opening to Stratford in 1946 and the services to West Ruislip and Epping starting in 1948 and 1949. Initially, plans were put in place to complete the Northern Heights project during 1947 and 1948 and the plans for the extension to Bushey Heath were revised and parliamentary powers were renewed in 1947 for most of
1428-463: The way north to Aylesbury , the Metropolitan line service north of Amersham was withdrawn in 1961. The Plan to convert locomotive-hauled steam stock to electric working was abandoned, and new EMUs, designed in the 1950s, replaced existing steam and electric locomotives from 1960. They were called the A60 stock . The scheme to replace trams with trolleybuses was halted shortly after the outbreak of war, with
1470-467: Was Transport Minister in the Labour Government until 1931. Because the legislation was a hybrid bill it had been possible to allow it to 'roll over' into the new parliament under the incoming National Government . The new government, although dominated by Conservatives , decided to continue with the bill, with no serious changes, despite its extensive transfer of private undertakings into
1512-412: Was abandoned, and equipment already installed was removed for reuse elsewhere. The bridge, just east of Mill Hill East, was rebuilt with provision for a second track, which was never laid. The Finsbury Park-to-Alexandra Palace section remained with the LNER, and then British Railways, until it was closed in 1954. The Mill Hill-to-Edgware section, which had been closed to passenger traffic, remained in use as
1554-436: Was built. As Edgware developed as a suburb of London following the opening of the Underground station in 1924, the route was left clear of housing. The line was to pass under Station Road and Rectory Lane. It would have then run in a cutting north-west, before cutting Purcells Avenue in two, where a footbridge was to be provided to connect the severed ends. North of Purcells Avenue the tracks continued north-west, rising on to
1596-560: Was general manager of the Underground Group . The LPTB embarked on a £35 million capital investment programme that extended services and reconstructed many existing assets, mostly under the umbrella of the 1935–1940 New Works Programme . Although only about £21 million of the capital was spent before World War Two broke out, it allowed extensions to the Central, Bakerloo, Northern and Metropolitan lines; built new trains and maintenance depots, with extensive rebuilding of many central area stations (such as Aldgate East); and replacement of much of
1638-610: Was part of the Northern Heights project which was intended to electrify a number of steam-operated London and North Eastern Railway (LNER) branch lines and to incorporate them into the Northern line. Much of the land for the extension came from the purchase in 1922 by the LPTB's precursor, the Underground Electric Railways Company of London , of the unbuilt Watford and Edgware Railway (W&ER). The W&ER had planned an extension of
1680-503: Was probably the most visible and dramatic change in the period. The last of the 653 trolleybuses which ran were replaced by buses by 1961. The LPTB continued to develop its corporate identity, design and commercial advertising that had been put in place by the Underground Group. This included stations designed by Charles Holden ; bus garages by architects such as Wallis, Gilbert & Partners; and even more humble structures such as bus stops and shelters. The posters and advertising issued by
1722-519: Was suspended in September 1939 and was formally terminated in December of the same year as wartime funding restrictions would prevent completion. During the war years, the LPTB-owned land was used for farming vegetables for staff canteens. The sites of the new stations were semi-rural and, as elsewhere, it was intended that the new section would stimulate the construction of housing estates that
New Works Programme - Misplaced Pages Continue
1764-423: Was to provide a location suitable for a large new depot that was required to accommodate and maintain the new fleet of 1938 Stock trains to be used across the existing Northern line and the lines taken over from the LNER. Brockley Hill station was to be located on a viaduct to the north of the existing junction of Edgware Way and Spur Road. The T-junction was to be reconstructed as a roundabout to incorporate
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