THE CITY & SOUTH LONDON RAILWAY

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Junction joy South". South London Press. Streatham. 24 April 2004. Archived from the original on 9 May 2004 . Retrieved 3 November 2007. Green Park becomes step-free to provide easier access to the Victoria, Piccadilly and Jubilee lines in time for the Olympics 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."

Despite the technical innovations of the railway and the large passenger demand, [26] the C&SLR was not particularly profitable and the rapid series of extensions aimed at improving profits had placed a strain on the finances. The dividends were low and declining (2⅛% in 1898, 1⅞% in 1899 and 1¼% in 1900) and the company had been accused of extravagance for the abandonment of King William Street station. [45] In an attempt to work around this poor reputation and make it easier to raise funds, the next bill for an extension of the line was submitted in November 1900 by a notionally separate company, the Islington and Euston Railway (I&ER), [46] albeit one that shared its chairman with the C&SLR. [47] The proposed railway was to run from the as yet unfinished C&SLR station at Angel to the main-line stations at King's Cross, St Pancras and Euston. The I&ER bill coincided with a rash of other railway bills encouraged by the successful opening of the Central London Railway (CLR) in 1900 and was considered alongside these by another Parliamentary Joint Committee in 1901. The bill was approved, [48] but the time taken for the committee's review meant that it had to be resubmitted for the 1902 Parliamentary session. [49] The City and South London Railway ( C&SLR) was the first deep-level underground "tube" railway in the world, [4] [note 1] and the first major railway to use electric traction. The railway was originally intended for cable-hauled trains, but owing to the bankruptcy of the cable contractor during construction, a system of electric traction using electric locomotives—an experimental technology at the time—was chosen instead. Given the small dimension of the tunnels as well as the difficulty of providing sufficient ventilation, steam power, as used on London's other underground railways, was not feasible for a deep tube railway. Like Greathead's earlier Tower Subway, the CL&SS was intended to be operated by cable haulage with a static engine pulling the cable through the tunnels at a steady speed. [5] Section 5 of the 1884 Act specified that: The bill received Royal Assent as the City of London and Southwark Subway Act, 1884 on 28 July 1884. [6] Section 5 of the Act stated: Between Denmark Hill and Clapham High Street, the line passes through Brixton, crossing over Loughborough Junction and Brixton stations but without its own stations. [19] In 2004, concerns were raised by local politicians and residents that the Brixton area was not being served by the line and campaigners criticised the East London line Extension project for missing opportunities to create interchange stations with Thameslink and the London Underground Victoria line. [20] [21] [22]Trains were to be attached to the cable with clamps. These would be opened and closed at stations allowing the carriages to disconnect and reconnect without needing to stop the cable or interfere with the progress of other trains sharing the cable.

A new Hammersmith Service Control Centre opens, improving reliability and customer information on sections of the Circle and Hammersmith & City lines The bill was enacted as the City and South London Railway Act, 1923 on 2 August 1923. [70] Parallel negotiations with the Southern Railway over the proposals curtailed the extension at Morden, where a large new depot was constructed. The Morden extension opened on 13 September 1926, [71] with stations designed by Charles Holden at: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. January 2015 Draft Timetable" (Press release). Southeastern Railways. 2 July 2014. Archived from the original on 13 July 2014 . Retrieved 28 July 2014. 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. It was used as a WW2 shelter, and later for document storage, but has otherwise remained a lost echo of the early transport history, until now.

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. In an effort to protect the Group's income, its managing director/Chairman, Lord Ashfield, lobbied the government for regulation of transport services in the London area. During the 1920s, a series of legislative initiatives was made in this direction, with Ashfield and Labour London County Councillor (later MP) Herbert Morrison, at the forefront of debates as to the level of regulation and public control under which transport services should be brought. Ashfield aimed for regulation that would give the existing Group protection from competition and allow it to take substantive control of the LCC's tram system; Morrison preferred full public ownership. [73] 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. [74] The Board was a compromise – public ownership but not full nationalisation– and came into existence on 1 July 1933. On this date, the C&SLR and the other Underground companies were liquidated. [75] Legacy [ edit ] Transport for London (2006). "The Tube in 2010" . Retrieved 3 November 2007. (map illustrating future development phases as proposed by TfL in 2006, subject to change) Map of Upgrades" (PDF). Tube Lines. Archived from the original (PDF) on 6 April 2008 . Retrieved 30 June 2008.London Tubes' New Names – Northern and Central Lines". The Times (47772): 12. 25 August 1937 . Retrieved 18 May 2009. (subscription required) 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.