The Open Guide to London: the free London guide - Differences between Version 6 and Version 5 of Tube History
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Being one of the oldest and most complicated rapid transit systems in the world, the London Underground has a long history. The first half of the 19th century saw rapid development in train services to London, but most mainline termini were constructed a long way away from the central business district to avoid damage to historic buildings. As a result, reliance on buses increased until London was gridlocked. The solution came in the form of yet another railway. In 1854 it was decided that the Metropolitan Railway Company would be allowed to build a short stretch of underground railway between [[Paddington|Paddington Station]] and [[Farringdon Station|Farringdon]]. This would link the mainline termini of [[King's Cross St. Pancras Station|King's Cross]], [[King's Cross St. Pancras Station|St. Pancras]], [[Euston Station|Euston]], [[Marylebone Station|Marylebone]] and [[Paddington Station|Paddington]] together. The relatively simple cut-and-cover method was used, because deep-level tunnel construction methods were not sufficiently advanced to construct anything more than covered trenches. This first part of the Metropolitan Railway was opened in 1863 using steam locomotives to haul trains, which meant that ventilation shafts had to be built at regular intervals. </p> <table align="center"> <tr><td align="right"><img src="http://openguides.org/london/pictures/circle_construction_1860.jpg" width="600" height="536" alt="map of Metropolitan Line construction"><br> <small>Map showing the construction of the Metropolitan Line, 1860.</small></td></tr> </table> Expansion was fast. The Metropolitan quickly branched out into the suburbs, even creating whole villages from nothing in a region of countryside which came to be known as "Metroland". The railway bought up extra land adjacent to the railway and built houses in a spectacularly practical example of demand creation and by 1880 the 'Met' was carrying 40 million passengers a year. Meanwhile, a second railway company began construction further south. The Metropolitan [[District Line|District Railway]] first opened a stretch from [[Westminster]] to [[South Kensington]] in 1868, taking advantage of the construction of the [[Thames]] embankment to expand towards the [[City]], reaching [[Tower Hill]] and linking the termini of [[Victoria Station|Victoria]], [[Charing Cross Station|Charing Cross]], [[Blackfriars Station|Blackfriars]], [[Cannon Street Station|Cannon Street]] and [[Fenchurch Street Station|Fenchurch Street]]. Having conquered the city, the District Railway turned its attention to commuters even more so than the Metropolitan Railway had, reaching Wimbledon, Richmond and Ealing. Although the [[Circle Line]] didn't get its own identity until 1949, the "District" and the "Metropolitan" had linked up with each other to provide an "Inner Circle" service starting in 1884. Advances in deep-level tunnel design came thick and fast. Tunneling shields allowed stable tunnels to be constructed 20 metres down, and electric locomotive traction made it both useful and safe. The result was the City and South London Railway, which linked King William Street (close to today's Monument Station) and [[Stockwell]]. The ride was unpleasantly rough and the lack of windows seemed to have a detrimental psychological effect. However, people learned from these mistakes and over the next 25 years six independent deep-level lines were built. The presence of six independent operators operating different Tube lines was inconvenient. In many places passengers had to walk some distance above ground to change between lines. Also, the costs associated with running such a system were heavy, and as a result many companies looked to financiers who could give them the money they needed to expand into the lucrative suburbs. One such financier was Charles Yerkes, an American tycoon whose company took over all but one tube company (the [[Waterloo and City Line|Waterloo & City]] remained separate until 1994). Between the wars, expansion took place at a rapid pace, driving the [[Northern Line|Northern]] and [[Bakerloo Line|Bakerloo]] lines out into the suburbs of northern London. Architect Charles Holden's memorable station designs have brightened the commuter's journey both on these lines and elsewhere with a style which still looks fresh today. The outbreak of World War II led to the use of many tube stations as air-raid shelters. They were particularly suited to this purpose, but sadly a small number of horrific accidents occurred. A remote stretch of the [[Central Line]] was turned into an underground aeroplane factory. Following that war, travel congestion continued to rise. The construction of the carefully planned [[Victoria Line]] on a diagonal NE-SW alignment beneath central London attracted much of the extra traffic caused by expansion after the war. It was designed so that almost all of the stations along its length allowed interchange with other lines, and it was the first underground line to use automatic train operation (ATO). The [[Jubilee Line]] first ran in 1977, so-named because it was opened in honour of Queen Elizabeth II's silver jubilee. During the 1990s it was extended through the [[Docklands]] to [[Stratford]] in [[East London]]. The stations on the "[[Jubilee Line Extension]]" are the most spacious and stylish on any rapid transit system, each one architect-designed. The platforms between [[North Greenwich Station|North Greenwich]] and [[Westminster Station|Westminster]] inclusive incorporate automated platform-edge doors that help to minimise the wind resistance of the train and prevent suicides. These modern stations include elevators to ease access to all parts of the station complex, particularly by travellers having luggage, or using wheelchairs or push chairs. An increasing problem for the system is flooding. Since the 1960s, the ground water of London has been rising, after the closing of industries such as breweries and paper mills that had previously extracted large volumes of water. By mid 2001 London Underground was reportedly pumping 30,000 cubic metres of water out of its tunnels each day. ---- ''The information on this page comes from the [http://www.wikipedia.org/wiki/London_Underground London Underground page on Wikipedia], modified lightly by [[Roger]].'' |
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Being one of the oldest and most complicated rapid transit systems in the world, the London Underground has a long history.
The first half of the 19th century saw rapid development in train services to London, but most mainline termini were constructed a long way away from the central business district to avoid damage to historic buildings. As a result, reliance on buses increased until London was gridlocked. The solution came in the form of yet another railway. In 1854 it was decided that the Metropolitan Railway Company would be allowed to build a short stretch of underground railway between Paddington Station and Farringdon. This would link the mainline termini of King's Cross, St. Pancras, Euston, Marylebone and Paddington together. The relatively simple cut-and-cover method was used, because deep-level tunnel construction methods were not sufficiently advanced to construct anything more than covered trenches. This first part of the Metropolitan Railway was opened in 1863 using steam locomotives to haul trains, which meant that ventilation shafts had to be built at regular intervals.
 Map showing the construction of the Metropolitan Line, 1860. |
Expansion was fast. The Metropolitan quickly branched out into the suburbs, even creating whole villages from nothing in a region of countryside which came to be known as "Metroland". The railway bought up extra land adjacent to the railway and built houses in a spectacularly practical example of demand creation and by 1880 the 'Met' was carrying 40 million passengers a year.
Meanwhile, a second railway company began construction further south. The Metropolitan District Railway first opened a stretch from Westminster to South Kensington in 1868, taking advantage of the construction of the Thames embankment to expand towards the City, reaching Tower Hill and linking the termini of Victoria, Charing Cross, Blackfriars, Cannon Street and Fenchurch Street. Having conquered the city, the District Railway turned its attention to commuters even more so than the Metropolitan Railway had, reaching Wimbledon, Richmond and Ealing.
Although the Circle Line didn't get its own identity until 1949, the "District" and the "Metropolitan" had linked up with each other to provide an "Inner Circle" service starting in 1884.
Advances in deep-level tunnel design came thick and fast. Tunneling shields allowed stable tunnels to be constructed 20 metres down, and electric locomotive traction made it both useful and safe. The result was the City and South London Railway, which linked King William Street (close to today's Monument Station) and Stockwell. The ride was unpleasantly rough and the lack of windows seemed to have a detrimental psychological effect. However, people learned from these mistakes and over the next 25 years six independent deep-level lines were built.
The presence of six independent operators operating different Tube lines was inconvenient. In many places passengers had to walk some distance above ground to change between lines. Also, the costs associated with running such a system were heavy, and as a result many companies looked to financiers who could give them the money they needed to expand into the lucrative suburbs.
One such financier was Charles Yerkes, an American tycoon whose company took over all but one tube company (the Waterloo & City remained separate until 1994). Between the wars, expansion took place at a rapid pace, driving the Northern and Bakerloo lines out into the suburbs of northern London. Architect Charles Holden's memorable station designs have brightened the commuter's journey both on these lines and elsewhere with a style which still looks fresh today.
The outbreak of World War II led to the use of many tube stations as air-raid shelters. They were particularly suited to this purpose, but sadly a small number of horrific accidents occurred. A remote stretch of the Central Line was turned into an underground aeroplane factory.
Following that war, travel congestion continued to rise. The construction of the carefully planned Victoria Line on a diagonal NE-SW alignment beneath central London attracted much of the extra traffic caused by expansion after the war. It was designed so that almost all of the stations along its length allowed interchange with other lines, and it was the first underground line to use automatic train operation (ATO). The Jubilee Line first ran in 1977, so-named because it was opened in honour of Queen Elizabeth II's silver jubilee. During the 1990s it was extended through the Docklands to Stratford in East London. The stations on the "Jubilee Line Extension" are the most spacious and stylish on any rapid transit system, each one architect-designed. The platforms between North Greenwich and Westminster inclusive incorporate automated platform-edge doors that help to minimise the wind resistance of the train and prevent suicides. These modern stations include elevators to ease access to all parts of the station complex, particularly by travellers having luggage, or using wheelchairs or push chairs.
An increasing problem for the system is flooding. Since the 1960s, the ground water of London has been rising, after the closing of industries such as breweries and paper mills that had previously extracted large volumes of water. By mid 2001 London Underground was reportedly pumping 30,000 cubic metres of water out of its tunnels each day.
The information on this page comes from the London Underground page on Wikipedia, modified lightly by Roger.
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