113-685: Turquoise Line or Blue Green Line may refer to: Turquoise Line (London) Turquoise Line (New York) Turquoise Line (Paris) Turquoise Line (Vancouver) Blue Green Line (Denver) or R Line in Colorado, U.S. Blue Green Line (Moscow) Blue Green Line (RTD) or W Line in Colorado, U.S. Line 16 (Shanghai Metro) Line 18 (Chongqing Rail Transit) Line 10 (São Paulo) , São Paulo, Brazil See also [ edit ] Green Line (disambiguation) Light Blue Line (disambiguation) Teal Line (disambiguation) Topics referred to by
226-503: A cab at one end only, It had two 60 hp (45 kW) traction motors and was delivered in 1898. Its main duty was the delivery of the generator station coal. Like the passenger vehicles, its brake system had air reservoirs charged from a static supply at Waterloo. It remained on the system until 1969, when it was transferred to the National Railway Museum at York. In 1901, a second, more powerful shunting locomotive
339-693: A connecting railway line from it to Waterloo was built, but friction and competitive hostility between the companies meant the line saw no regular passenger movements. Under pressure from the LSWR, the SER constructed Waterloo Junction station, now called Waterloo East , on the Charing Cross line. The station opened in January 1869, but through ticketing was refused and the onward connection remained frustratingly unsatisfactory. A Waterloo and Whitehall Railway
452-543: A large new depot was constructed. The Morden extension opened on 13 September 1926, with stations designed by Charles Holden at: Also on 13 September 1926, a further connection between the CCE&;HR and the C&;SLR was opened when tunnels were brought into service from the CCE&HR's Charing Cross station (now Embankment) to Kennington station, the latter having been rebuilt with four platforms. An intermediate station
565-451: A new system, by which you abolish all tickets. All classes of the community are obliged to travel at the same fare, which is the small sum of twopence, and are by a very simple arrangement able to save a great deal of time and trouble. I have been immensely struck by what I have seen today, and I am sure that the greatest credit redounds upon those who have contrived this scheme, and have carried it to such perfection... The original service
678-405: 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. 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. From Morden, the line
791-446: A single tunnel but with tracks on each side of a central platform. The railway was officially opened by Edward, Prince of Wales (later Edward VII) on 4 November 1890, and was opened to the public on 18 December 1890. Initially, it had stations at: The Prince of Wales gave the following speech at the opening: ...thanks for having given me an opportunity of being present to inaugurate a work which I have but little doubt will be of
904-576: A station nearby was entitled to connect to the CLR station by subways. This obviously referred to the Waterloo & City line, and was designed to create a single station frontage in the congested street area. The CLR completed its construction after the W&;CR but was obliged to finish the facilities necessary for the earlier opening of the W&CR. The City and South London Railway (CSLR) also operated from
1017-753: A strain on the company's finances. In 1913 the C&SLR became part of the Underground Group of railways, and in the 1920s it underwent major reconstruction works before its merger with another of the Group's railways, the Charing Cross, Euston and Hampstead Railway , forming a single London Underground line called the Morden–Edgware line . In 1933, the London Passenger Transport Board was created by amalgamation of
1130-562: Is by far the shortest line on the Underground network, being 2.37 km (1.47 miles) long, with an end-to-end journey lasting just four minutes. In absolute terms, it is the least-used Tube line, carrying just over 17 million passengers annually. However, in terms of the average number of journeys per kilometre it is the third-most intensively-used line behind the Jubilee and Victoria lines. Download coordinates as: The line
1243-544: Is different from Wikidata All article disambiguation pages All disambiguation pages Turquoise Line (London) The Waterloo & City line , colloquially known as The Drain , is a shuttle line of the London Underground that runs between Waterloo and Bank with no intermediate stops. Its primary traffic consists of commuters from south-west London, Surrey and Hampshire arriving at Waterloo main line station and travelling forward to
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#17327929948711356-526: Is that about 50,000 persons arrived at Waterloo daily, of whom about 12,000 proceeded to the City by some means. In November 1891, a bill was deposited to build an underground electric railway from Waterloo to the Mansion House in the City; the capital was to be £500,000; the proposal was supported by the LSWR but was independent. Three other "tube" railways were proposed in the same parliamentary session,
1469-627: The City of London financial district. For this reason, the line has historically not operated on Sundays or public holidays, except in very limited circumstances. Following the COVID-19 pandemic , the line is currently only open on weekdays. It is one of only two lines on the Underground network to run completely underground, the other being the Victoria line . Printed in turquoise on the Tube map , it
1582-467: The Embankment station is now located: it is not clear how a junction would be managed in a pneumatic railway. There were to be three vehicles, one loading at each terminal and one in motion in the tube, so they must have been intended to pass at the terminals. There were to be three classes of accommodation in the coaches. Work started on 25 October 1865, but less than a year later it was obvious that
1695-582: The Great Northern, Piccadilly and Brompton Railway (GNP&BR), the CCE&HR and the DR) began, from 1907, to introduce fare agreements. From 1908, they began to present themselves through common branding as the Underground . 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. In 1912,
1808-424: 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
1921-467: The Act stated: The works authorised by this Act are as follows: A subway commencing ... near ... Short Street at the ... junction ... with Newington Butts and terminating at King William Street ... The subway shall consist of two tubes for separate up and down traffic and shall be approached by means of staircases and by hydraulic lifts. In 1886, a further Bill was submitted to Parliament to extend
2034-553: The BS&;WR, GNP&BR and CCE&HR), which included plans to construct tunnels to connect the C&SLR at Euston to the CCE&HR's station at Camden Town . Together, the works proposed in these Bills would enable the CCE&HR's trains to run over the C&SLR's route and vice versa, effectively combining the two separate railways. On 1 January 1913, the UERL purchased the C&SLR, paying two shares of its own stock for three of
2147-577: The Bank of at least equal size to Waterloo itself. Numerous petitions against the bill, or requiring additional protections to be included in it, were presented, but eventually on 27 July 1893, the Waterloo and City Railway Act 1893 ( 56 & 57 Vict. c. clxxxvii) gained royal assent . Following royal assent, the company prepared for construction. The new company issued its prospectus in March 1894 and
2260-478: The Board of Trade inspecting officer passed the line as fit, Prince George, Duke of Cambridge formally opened the line on 11 July 1898. About 400 persons travelled from Waterloo to the City station and immediately back to Waterloo. Arrangements had been made for the LSWR to work the line, but not everything was in place for immediate opening: there was a delay of four weeks. The Waterloo & City Railway opened to
2373-567: The C&BR powers was to adapt them to provide a new station at King William Street, which would have pedestrian subway connections to the C&SLR's Bank station and the District Railway 's (DR) Monument station . A third pair of tunnels was to be constructed under the Thames to connect with the original abandoned tunnels north of Borough station, and then the C&BR route was to be constructed as previously approved with connections to
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#17327929948712486-480: The C&SLR submitted another Bill for parliamentary consideration seeking to increase its capacity by enlarging its tunnels to the larger diameter used for the tunnels of the more recently built railways to allow larger, more modern rolling stock to be used. A separate Bill was published at the same time by the London Electric Railway (LER, a company formed by the UERL in 1910 through a merger of
2599-569: The C&SLR to take over the powers of the railway if approved. The committee reversed its earlier decision and rejected the Bill. 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. At Euston, the railway was to have an interchange with the planned-but-not-yet-built Charing Cross, Euston and Hampstead Railway (CCE&HR). The intention for
2712-429: The C&SLR was the first major railway in the world to adopt it as a means of motive power. The system operated using electric locomotives built by Mather & Platt collecting a voltage of 500 volts (actually +500 volts in the northbound tunnel and −500 volts in the southbound) from the third rail and pulling several carriages. A depot and generating station were constructed at Stockwell. Owing to
2825-670: The C&SLR with the rest of the Underground Group, bus and other transport companies. This was a public authority but not nationalised until 1948 with the creation of the British Transport Commission . Today, its tunnels and stations form the Bank Branch of the Northern line from Camden Town to Kennington and the southern leg of the line from Kennington to Morden . In November 1883, notice
2938-618: The C&SLR's, a discount reflecting the struggling financial position of the older company. Both Bills were enacted on 15 August 1913, as the City and South London Railway Act 1913 ( 3 & 4 Geo. 5 . c. cx) and the London Electric Railway Act 1913 ( 3 & 4 Geo. 5 . c. xcvii). The proposed extension and tunnel enlargement works were delayed by the First World War , and works could not begin until after
3051-549: The City and of enjoying the fresh air of the country. The railway will also be a material boon to the working man who is obliged to work all day in a not always pleasant atmosphere; for it will enable him also to get a little fresh air. From a scientific point of view it is a great advantage that you should have two tunnels. This is very different from the large tunnel of the Metropolitan Railway, for here you have no smoke, while you have ample ventilation. You have also
3164-414: The City of London to Angel . Following a delay, during which a joint select committee reviewed the proposals of several new underground railways, the City and South London Railway Act 1893 ( 56 & 57 Vict. c. ccvii) received royal assent on 24 August 1893. The Act also incorporated another Bill of 1893 to grant an extension of time to build the southern extension to Clapham. Construction of
3277-473: The Company was able to pay a 3% dividend out of income following the annual general meeting of February 1902. Sunday services were not considered at this period, and in 1906 it was stated that "it would cost £20 each Sunday to run the trains, and they would not get that back in receipts." Very soon after operation, it was realised that the line was running to capacity at the business peaks, then referred to as
3390-548: The Hallidie patents continued to be designed, such as the Glasgow Subway which opened in 1896. The solution adopted was electrical power, provided via a third rail (This is now a fourth rail ) beneath the train, but offset to the west of centre for clearance reasons. Although the use of electricity to power trains had been experimented with during the previous decade, and small-scale operations had been implemented,
3503-556: The LCC's tram system; Morrison preferred full public ownership. 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 . The Board
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3616-504: The LSWR and its successors as a part of the national railway network, not as part of the London Underground network it resembled. Following a major refurbishment and replacement of rolling stock by Network SouthEast in the early 1990s, operations were transferred to London Underground in 1994. The London and South Western Railway (LSWR) reached Waterloo Bridge on 11 July 1848, serving routes from Southampton and Richmond. It
3729-481: The LSWR) and J. H. Greathead , developer of the tunnelling shield . The resident engineer was H. H. Dalrymple-Hay. Mowlems' engineer in charge was William Rowell. Mowlem began work on 18 June 1894, first building staging in the river about 500 feet (150 m) west of Blackfriars Bridge. Piles were driven for a cofferdam and two vertical shafts of 16 feet (4.9 m) internal diameter were constructed as headings for
3842-470: The Waterloo depot is fully equipped for routine maintenance work. The remaining stub of the siding tunnel that led to the Armstrong Lift can still be seen on the left-hand side of the train shortly after leaving Waterloo for Bank, but the lift itself was buried (along with the entire Western sidings) in 1992 as part of the construction of Waterloo International station. Once works were complete and
3955-417: The Waterloo yard area; coal to fuel the boilers was brought in by ordinary LSWR wagons lowered to the running line by the carriage lift; the wagons were drawn through the northbound platform by an electric shunting locomotive, and another lift elevated them to the siding. Boiler ash was disposed of correspondingly. The City station was not originally called Bank. The Central London Railway (CLR, which became
4068-465: 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. When opened in 1890, the line had six stations and ran for 3.2 miles (5.1 km) in a pair of tunnels between the City of London and Stockwell , passing under the River Thames . The diameter of the tunnels restricted
4181-413: The capital was grossly inadequate. Authority for extension of time and more capital was obtained, but by then few investors had any confidence that their investment would gain a return. In 1868, a further extension was granted, but little further work was done, and nearly all the money had gone. In 1881, an independent Waterloo and City Railway was promoted, to build a surface line to Queen Street. The cost
4294-452: The carriage platforms to operate the lattice gates and announce the station names to the passengers. Because of their claustrophobic interiors, the carriages soon became known as padded cells . Unlike other railways, the C&SLR had no ticket classes or paper tickets; when the railway began operations, a flat fare of two pence , collected at a turnstile, was charged. Despite the cramped carriages and competition from bus and tram services,
4407-438: The carriages to disconnect and reconnect without needing to stop the cable or to interfere with other trains sharing the cable. There were to be two independent endless cables, one between City station and Elephant and Castle moving at 10 mph (16 km/h), and the other between Elephant and Castle and Stockwell, where the gradient was less, at 12 mph (19 km/h). However, the additional length of tunnel permitted by
4520-485: The central section of what is now the Central line ) obtained an Act of Parliament in 1891 varying their previously-intended route, to take them to the area of the present-day Bank station. The act required them to construct a central station and booking office and public subways connecting the surrounding streets. The subways were to be regarded as public, although maintained by the CLR. Any other railway intending to have
4633-484: The committee's review meant that it had to be resubmitted for the 1902 parliamentary session. 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
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4746-530: 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
4859-413: The construction of Waterloo International terminal in 1990, the vehicles were hoisted individually by the Armstrong Lift outside the north wall of Waterloo main line station. The procedure is now carried out using a road-mounted crane in a shaft adjacent to the depot, south of Waterloo main line station on Spur Road. This is only necessary for major maintenance work that requires lifting of the car body, as
4972-534: 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. 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
5085-460: The difficulty of providing sufficient ventilation, the use of steam power, as used on London's other underground railways, was not possible for a deep-level 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. Section 5 of the 1884 Act specified that: The traffic of
5198-472: The electric interlocking was to be carried out by W. R. Sykes, who had a call-off contract with the LSWR; a supplement to their standard prices for the tunnel work was agreed. There were signalboxes at Waterloo at the south end of the northbound platform, and at south end of the northbound platform at City. There were conventional semaphore signals in the open south of Waterloo station, but all other signals were electric lights only. Sykes' lock-and-block system
5311-562: The electrical train equipment, for £55,913. Although a German firm, Siemens had a large presence in the UK at the time. There were three lower tenders. There were five boilers working at 180 psi (1,200 kPa) driving five (later six) high speed steam engines developing 360 hp (270 kW) directly coupled to dynamos. The two-pole compound-wound dynamos delivered 500 V at no load and 530 V under full load; this gave 302 hp (225 kW) at 350 rpm . Special attention
5424-442: The existing C&SLR route at London Bridge and Oval. This time, the Bill was approved and received royal assent as the City and South London Railway Act 1903 ( 3 Edw. 7 . c. clxxiii) on 11 August 1903. Although the C&BR proposals were never implemented, the Euston extension was quickly built and opened on 12 May 1907, with stations at: By 1907, Londoners had seen the network of deep tube underground railways expand from
5537-467: The exit. The ordinary LSWR permanent way was used, with 87-pound-per-yard (43 kg/m) rails, but in the tubes longitudinal timbers were used instead of cross-sleepers. The sharp curves had check rails . Cross-bonds paralleling the running rails electrically were provided every 100 feet (30 m) and between tracks at the cross passages. The track gauge was the standard 4 ft 8 + 1 ⁄ 2 in ( 1,435 mm ). The conductor rail
5650-435: 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. 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
5763-541: 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. The tunnels were enlarged by removing several of the cast iron segments from each tunnel ring, excavating a void behind to
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#17327929948715876-541: 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. This, the first electric railway in England, will, I hope, do much to relieve the congestion of traffic which exists in the City. Business men who have great distances to come will by this means find an easy way of leaving
5989-513: 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. 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
6102-436: The limited capacity of the generators, the stations were originally illuminated by gas . The depot was on the surface, and trains requiring maintenance were initially hauled up via a ramp although, following a runaway accident, a lift was soon installed. In practice, most rolling stock and locomotives went to the surface only for major maintenance. To avoid the need to purchase agreements for running under surface buildings,
6215-414: The line by a further 1.75 miles (2.82 km). Before the railway opened, a further Bill received assent, granting permission to continue the line south to Clapham Common . The Act was given royal assent on 25 July 1890 as the City and South London Railway Act 1890 ( 53 & 54 Vict. c. cxiv), also effecting a change of the company's name. Because of the small diameter of the tunnels as well as
6328-420: The line is 1 mile 1,012 yards (2,535 m). The underground station at Waterloo was located within the existing transverse arches of the main line station, with the arrival and departure platforms in separate arches, and a staircase access. Siding accommodation and a reversing siding were provided beyond the platforms: after disembarkation of passengers, an arriving train would continue forward to
6441-656: The lower numbers of passengers using the lines made it difficult for the operators to pay back the capital borrowed and pay dividends to shareholders. 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 and Waterloo Railway (BS&WR),
6554-462: The main line station, which run transversely to the main line track. The arch piers needed to be underpinned to about 8 feet (2.4 m) lower than the original foundations. The route starts from a point south-east of Waterloo main line station, halfway between Lower Marsh and the now-vanished Aubyn Street, which was destroyed in the station's early 20th century expansion and was located more or less where today's platforms 3 and 4 are. Leaving towards
6667-402: The mid-1930s. 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
6780-411: The need to purchase large and expensive tracts of land for the shallow cuttings of sub-surface steam operated railways. Instead, it became possible to construct a tunnel at deep level without adversely affecting conditions on the surface. The C&SLR thus encouraged the construction of a network of underground railways in London far larger than might have been the case otherwise. The size and depth of
6893-501: The north west, the line turns in a 339-foot (103 m) curve towards the north east. The curve is constructed by cut-and-cover, and the twin tubes start immediately after it, under Stamford Street, turning north-north-east to pass under the River Thames , converging with Blackfriars Bridge on the north bank. The line turns east there, under Queen Victoria Street, to the station adjacent to the Mansion House , running for part of
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#17327929948717006-401: The novelty of considering tube railway schemes; there were several petitions from the authorities responsible for public works in the city. London County Council tried to insist that the tubes should be made large enough to carry ordinary trains, and that all trains arriving at Waterloo should continue through them to the City. This idea would have required a new subterranean terminal station at
7119-478: The original C&SLR line of 1890 with its six stations to a network of seven lines serving more than 70 stations. These companies, along with the sub-surface Metropolitan Railway and District Railway, criss-crossed beneath the city streets, competing with one another for passengers as well as with the new electric trams and motor buses . In several cases pre-opening predictions of passenger numbers had proven to be over optimistic. The reduced revenues generated from
7232-412: The original specification were built at Eastleigh; 24 five-car trains were run per hour at the busiest times. City and South London Railway The City and South London Railway ( C&SLR ) was the first successful deep-level underground "tube" railway in the world, and the first major railway to use electric traction . The railway was originally intended for cable-hauled trains, but owing to
7345-457: The public at 8 a.m. on Monday 8 August 1898, with a train leaving each terminal simultaneously. The fares were 2d one class only, payable at a turnstile, but returns and season tickets, and add-ons to surface tickets were available. From 1900, the turnstiles were removed and conductors travelled on the trains, carrying Bell Punch ticket machines. The daily average receipts in January 1899 were £86, and with steadily rising passenger usage and income
7458-451: The railway attracted 5.1 million passengers in 1891, its first year of operation. To alleviate overcrowding, the fleet of rolling stock was enlarged. Shortly before it opened to the public, the C&SLR gave notice of its intention to submit another private Bill to Parliament, to construct a new line from its northern terminus at King William Street towards Islington . Because of the awkward arrangement of King William Street station,
7571-443: The rearranged King William Street, Clapham Road and Clapham Common were constructed with a single station tunnel, with a central platform served by tracks on each side. Work continued on the rest of the northern extension. The City and South London Railway Act 1900 ( 63 & 64 Vict. c. v), approved on 25 May 1900, gave permission to enlarge the station tunnel at Angel to a diameter of 9.2 m (30 ft 2 in) and
7684-416: The required new diameter and reinstalling the segments with additional packing spacers. The northern section of the C&SLR between Euston and Moorgate was closed from 8 August 1922, but the rest of the line remained open with enlargement works taking place at night. A collapse on 27 November 1923 caused when a train hit temporary shoring on the incomplete excavations near Elephant & Castle station filled
7797-432: The rest of the extension opened on 17 November 1901, with stations at: 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 aimed at improving profits had placed a strain on the finances. The dividends were low and declining (2 1 ⁄ 8 % in 1898, 1 7 ⁄ 8 % in 1899 and 1 1 ⁄ 4 % in 1900) and
7910-403: The reversing sidings, and then return to the departure platform. An additional lay-by siding was provided later. At the new City station there were two platforms and either could be used by an arriving train, reversing in the platform. The track connections at the approach were a double slip , not a scissors , so a train could not leave while another was arriving. The left hand platform line
8023-565: The rush , and very lightly used for the remainder of the day. Accordingly, in the spring of 1899 an order was placed with Dick, Kerr & Co. for five new motor cars for single operation. The driving cabs were half width; the traction motors, two per car, were 75 hp (56 kW) nose suspended with single reduction gear. As with the earlier cars, the air brake reservoir was charged from static equipment at Waterloo. Five of these single cars were delivered in February 1900 and entered service in
8136-425: The same term [REDACTED] This disambiguation page lists articles associated with the title Turquoise Line . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Turquoise_Line&oldid=1234864549 " Category : Disambiguation pages Hidden categories: Short description
8249-417: The size of the trains, and the small carriages with their high-backed seating were nicknamed padded cells . The railway was extended several times north and south, eventually serving 22 stations over a distance of 13.5 miles (21.7 km) from Camden Town in north London to Morden in south London. Although the C&SLR was well used, low ticket prices and the construction cost of the extensions placed
8362-401: The spring. From that time, they alone worked the off-peak service, and the original vehicles only worked the peak services. The line had been worked by the LSWR from the outset, and in 1906 the LSWR made overtures to the W&CR concerning an outright absorption. It was suggested at an extraordinary general meeting of the W&CR that increasing competition motivated the LSWR. An enabling Act
8475-464: The station. Gillham says: "Right from the start the joint station and circular subway area was always known as the 'City station' by the W&C but as the 'Bank station' by the CLR and the CSLR." The W&CR station was located some considerable distance from the area near street level, and this later led to persistent complaints as it required passengers to climb a steep and lengthy gradient to reach
8588-439: The subscription list closed on 21 April; 54,000 shares at £10 each were offered and there was a slight over-subscription. A dividend of 3% per annum payable out of capital was promised during the construction phase. Tenders were acquired for the main tunnel work, and a contract was awarded to John Mowlem & Co for the sum of £229,064 (equivalent to £32,950,000 in 2023). The consulting engineers were W. R. Galbraith (of
8701-655: 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. The Patent Cable Tramway Corporation owned the rights to the Hallidie cable-car system first invented and used in San Francisco in 1873 ; trains were attached to the cable with clamps, which would be opened and closed at stations, allowing
8814-465: The supplementary Acts challenged the practicality of the cable system. It is reported that this problem with the CL&SS contributed to the bankruptcy of the cable company in 1888. 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. Hence, CL&SS chairman Charles Grey Mott decided to switch to electric traction. Other cable-operated systems using
8927-424: The terminus. The tunnels are 12-foot- 1 + 3 ⁄ 4 -inch (3.702 m) internal diameter, except for the 603-foot (184 m) curves, where they are 12 feet 9 inches (3.89 m). Each 20-inch (510 mm) long section of tunnel wall was formed with a cast iron ring, made from seven segments and a key piece at the top. 1-inch (25 mm) bolts connect all the segments. Between each section there
9040-592: The traditional cut-and-cover method being seen as impractical, as was an elevated railway on viaduct. Electric urban railways had been introduced in Germany in 1891 and in the United States of America, and were in daily, widespread use; but in the United Kingdom, only one example was in existence, the City and South London Railway . The progress of the bill through Parliament was slow, partly because of
9153-550: The tunnel drive. The average depth of the tunnels is about 45 feet (14 m), with its deepest points at the River Thames, at 63 feet (19 m) underground. Driving the running tunnels started in November 1894, using the Greathead system of shield excavation, cast iron segment lining, compressed air working, and compressed air grouting behind the tunnel lining. Twenty men worked in each heading. The excavated material
9266-408: The tunnel with soil. The line was briefly operated in two parts, but was completely closed on 28 November 1923. 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,
9379-472: The tunnels south from Elephant and Castle to Kennington and Stockwell . This received assent on 12 July 1887 as the City of London and Southwark Subway (Kennington Extensions, &c.) Act 1887 ( 50 & 51 Vict. c. cv), allowing the construction of the extension to be added to the work on the original route, which had begun in 1886. The tunnels on this section were of a slightly larger diameter – 10 ft 6 in (3.2 metres) and extended
9492-438: The tunnels were bored underneath public roads, where construction could be carried out without charge. At the northern end of the railway, the need to pass deep beneath the bed of the River Thames and the medieval street pattern of the City of London constrained the arrangement of the tunnels on the approach to King William Street station. Because of the proximity of the station to the river, steeply inclined tunnels were built to
9605-400: The two authorised extensions was delayed while funds were raised and plans were finalised. Between 1895 and 1898, three further Bills were put before Parliament to keep the permissions alive and obtain additional approvals: The new tunnels permitted by the 1895 Act enabled the track layout at King William Street station to be modified to a single central platform with a track on each side. This
9718-490: The war could works begin. In February 1919, with the war over, the C&SLR submitted a new Bill that included provisions for an extension of time for the tunnel enlargement works approved in the Act of 1913. The resulting Act was passed on 19 August 1919 as the City and South London Railway Act 1919 ( 9 & 10 Geo. 5 . c. ci). In 1920, under special wartime provisions, the LER was granted an extension of time to carry out
9831-595: The way under the District line . The sharpest curves other than those at Waterloo are 603-foot (184 m) radius. The northbound line falls at 1 in 30 for 900 feet (270 m) from Waterloo; then the line falls at 1 in 120 and then 1 in 800 to the shaft in the river. The westbound line (considered in reverse to the direction of running) falls at only 1 in 60, and then 1 in 550 to the shaft. From there they run together, level for 100 feet (30 m) and then climbing at 1 in 800 for 1,300 feet (400 m), and then 1 in 88 to
9944-409: The west of the station. Because of the narrow street under which they ran, they were bored one above the other rather than side by side as elsewhere. The outbound tunnel was the lower and steeper of the two. The tunnels converged immediately before the station, which was in one large tunnel and comprised a single track with a platform on each side. The other terminus at Stockwell was also constructed in
10057-399: The works for its own 1913 Act. Although the permissions to carry out the works had been renewed, the Underground companies were 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 companies could not cover the cost of repaying borrowed capital. The projects were made possible when
10170-453: 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 . The technologies of deep tube tunnelling and electric traction pioneered and proved by the C&SLR shaped the direction of subsequent underground railways built in London. The C&SLR demonstrated that an underground railway could be constructed without
10283-428: Was a creosoted timber strip 3 ⁄ 8 -to- 1 ⁄ 2 -inch (9.5 to 12.7 mm) thick, and varying the thickness of this enabled the forward course of the tube to be varied, except in the sharpest curves where the segments were cast to form the curve. There are seven cross-passages between the twin tubes. Under the Thames the top of the tube is 23 feet (7.0 m) below the bed of the river. The total length of
10396-415: Was a steel inverted channel placed centrally, with its upper surface at the same level as the upper surface of the running rails. At pointwork a hardwood ramp was provided to raise the collector shoes 1 + 1 ⁄ 2 inches (38 mm) above running rail level. Part of Siemens's work under the supply of electrical equipment including a shunting locomotive; this was a four-wheel electric locomotive with
10509-540: Was acquired. Designed by the LSWR Chief Mechanical Engineer, Dugald Drummond it had two four wheel bogies and was intended for the rescue of failed passenger trains in the tunnel. In 1915, it was removed from the tunnel and put to work shunting coal wagons at Durnsford Road power station, having had its shoe collectors altered for the surface traction supply system. As the line had no connection to any other line, nor any ground level section, it
10622-504: Was built by the Waterloo & City Railway Company and was opened in 1898 (at the time, Bank station was named "City"). When it opened it was the second electric underground railway in London, following the City and South London Railway (now part of the Northern line ). Its construction was supported by the London and South Western Railway , whose main line trains ran into Waterloo, and for many years it continued to be owned and operated by
10735-453: Was commonly used in urban areas, supplied by utility companies, to operate hoists and lifts. The lift was to be capable of lifting 30 short tons (27 t). It was completed in April 1898. There was a smaller 25-short-ton (23 t) hoist within the low-level siding area at Waterloo for the boiler fuel wagons; this had a smaller travel and was installed by John Abbot & Co for £595. Before
10848-435: Was constructed at Waterloo . Thus fully integrated, combined services operated over the C&SLR and CCE&HR routes using new Standard Stock trains. On tube maps , the combined lines were then shown in a single colour, although the separate names continued in use into the 1930s. Before the introduction of 'Northern line' on 28 August 1937, the names 'Edgware, Highgate and Morden line' and 'Morden–Edgware line' were used in
10961-404: Was extended by a train length and trains could be stabled in the extension. A large diameter Greathead shield was used to bore the section of tunnel where the track connections would be installed. The tube section for the platform lines at the City station were 23 feet (7.0 m) in diameter, the largest in the world at the time. In late 1897, contracts were let for the signalling equipment;
11074-547: Was formidable at £2.3 million, and the proposal soon collapsed. In 1891, the Corporation of the City of London made a statistical survey which it published ancillary to the National Census taken in that year. 37,694 persons lived in the City, but the daytime occupation was 310,384. On 4 May 1891, 1,186,094 entries to the City were made, i.e., many people entered more than once. Separate statistical information
11187-461: Was given that a private Bill was to be presented to Parliament for the construction of the City of London & Southwark Subway (CL&SS). The promoter of the Bill, and engineer of the proposed railway, was James Henry Greathead , who had, in 1869–70, constructed the Tower Subway using the same tunnelling shield /segmented cast iron tube method proposed for the CL&SS. The railway
11300-410: Was given to the closeness of the governing to ensure a stable supply voltage. The station lighting circuits were fed from the main switchboard and specially led to maintain lighting supply in the event of a traction current disruption. Station lighting used four lamps in series, with return current via the running rails. (Gas lighting was provided as a back-up.) There was a short high-level siding within
11413-410: Was installed; a short length of contact bar was provided at each signal, connected to earth when the signal was at danger, and otherwise isolated. A "slipper" contact was fitted on the trains, and if it contacted the contact bar when it was earthed, the traction current was tripped. On 4 January 1897, a contract was signed with Siemens and Co for the electrical generating and distribution equipment, and
11526-512: Was necessary to provide a hoist to bring the passenger cars to the line, and to get them out for heavy maintenance. This was provided to the west of the Windsor side of Waterloo main line station, and was known as the Armstrong lift, after the manufacturer, Sir W G Armstrong Whitworth & Co Ltd , who was paid £3,560. It was operated by water power; at the time of construction hydraulic power
11639-584: Was officially renamed Waterloo in October 1882. That the station was not within walking distance of the City of London was viewed as a serious shortcoming. The LSWR had hoped to build a line eastwards to near London Bridge but because of the slump following the railway mania , and the high cost of building through the area, this idea was abandoned. When the South Eastern Railway opened an extension from London Bridge to Charing Cross in 1864,
11752-486: Was opened as a temporary measure while funds for the extensions were raised. Finance was eventually obtained, and construction proceeded so that the King William Street section closed and the first section of the northern extension opened on Monday 26 February 1900, with stations at: The southern extension opened on at mid-day on Sunday 3 June 1900 with stations at: Like the original Stockwell station and
11865-404: Was operated by trains composed of an engine and three carriages. Thirty-two passengers could be accommodated in each carriage, which had longitudinal bench seating and sliding doors at the ends, leading onto a platform for boarding and alighting. It was reasoned that there was nothing to look at in the tunnels, so the only windows were in a narrow band high up in the carriage sides. Gate-men rode on
11978-402: Was passed on 20 July 1906 and shareholders' approval being obtained, the transfer took place on 1 January 1907, with the shareholders receiving LSWR shares, and the W&CR ceased to exist. In 1915, the LSWR started electrifying its suburban routes, and for the purpose it built a large generating station at Wimbledon, Durnsford Road. The power for train operation on the Waterloo & City line
12091-416: Was promoted in 1864, to construct a tube railway from Great Scotland Yard to Waterloo. It was to use air pressure to propel the vehicles northwards, and exhaust air to draw them southwards, using a pressure differential of 2 + 1 ⁄ 2 oz per sq in (about 11 mbar). The trains themselves would be the pistons. The company capital was to be £100,000. It was suggested that there could be a branch to where
12204-593: Was removed from the staging near Blackfriars Bridge ; it was conveyed there from the shields by a narrow gauge railway using electric locomotives supplied by the Siemens Company . Two were in use and a third was on order at August 1895. They operated on 18-inch (460 mm) gauge track with a twin overhead trolley wire (i.e., not using the track for current return) at 200 V DC . The station works at Waterloo were constructed by Perry and Co. The station tracks run in separate but adjacent arches supporting
12317-485: Was supplied from this from December 1915, and the original W&CR generating plant now served only ancillary purposes in the line, but also heating and lighting of the main LSWR Waterloo offices. The traction voltage on the W&CR was increased from the original 550 V to 600 V . In 1921, it had been considered desirable to augment train lengths at the busy periods, and four new trailer coaches to
12430-477: 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.) The Bill was enacted as the City and South London Railway Act 1923 ( 13 & 14 Geo. 5 . c. ci) on 2 August 1923. Parallel negotiations with the Southern Railway over the proposals curtailed the extension at Morden, where
12543-543: Was to run from Elephant and Castle , in Southwark , south London, under the River Thames to King William Street in the City of London . The tracks were to be in twin tunnels 10 ft 2 in (3.1 metres) in diameter, running for a distance of 1.25 miles (2.01 km). The Bill received royal assent as the City of London and Southwark Subway Act 1884 ( 47 & 48 Vict. c. clxvii) on 28 July 1884. Section 5 of
12656-488: 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, but the time taken for
12769-435: Was used with depression-type treadles. Although there was only one signal section, advance starting signals were provided. The platform starting signals at Waterloo and at City had a lower arm, a "shunt-by signal" which when lowered indicated that the line was clear only to the advance starting signal. The main starting signal when lowered indicated that the line was clear to City. An electrical traction current interrupt system
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