THE CITY & SOUTH LONDON RAILWAY

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Baker Street & Waterloo Railway (now part of the Bakerloo line) opens and runs from Baker Street to Kennington Road (now Lambeth North). Great Northern, Piccadilly & Brompton Railway (now part of the Piccadilly line) opens between Hammersmith and Finsbury Park Closed for major reconstruction works, including wider tunnels [4], before its merger with another of the Group's railways.

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. The railway was officially opened by Edward, Prince of Wales (later Edward VII) on 4 November 1890, [20] and was opened to the public on 18 December 1890. [15] Initially, it had stations at: The projects were made possible when 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. Greathead, James Henry (1896). The City and South London Railway: With Some Remarks Upon Subaqueous Tunnelling by Shield and Compressed Air. Institution of Civil Engineers . Retrieved 21 January 2010.

Map london heathrow connect rail network

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). [36] Approved as the City and South London Railway Act 1898 on 23 May 1898. [37] On 10 January, The Metropolitan Railway opens the world's first underground railway, between Paddington (then called Bishop's Road) and Farringdon Street Junction joy South". South London Press. Streatham. 24 April 2004. Archived from the original on 9 May 2004 . Retrieved 3 November 2007. Given the small dimension of the tunnels, 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. [12] Section 5 of the 1884 Act specified that: Runaway train on London Tube's Northern Line". BBC News. 13 August 2010 . Retrieved 18 August 2010.

It is reported that this problem with the CL&SS contributed to the bankruptcy of the cable company in 1888. [4] 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. So, CL&SS chairman Charles Grey Mott decided to switch to electric traction. [14] Other cable-operated systems using the Hallidie patents continued to be designed, such as the Glasgow Subway which opened in 1896. Green Park becomes step-free to provide easier access to the Victoria, Piccadilly and Jubilee lines in time for the Olympics 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:A separate bill was published at the same time by the London Electric Railway Co (LER, a company formed by the UERL in 1910 through a merger of 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. 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 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. The resulting line became known as the Morden–Edgware line, although a number of alternative names were also mooted in the fashion of the contraction of Baker Street & Waterloo Railway to "Bakerloo", such as "Edgmor", "Mordenware", "Medgway" and "Edgmorden". [21] With Egyptology very much in fashion after the discovery of the tomb of Tutankhamun in 1922, there was also a proposal to call the line the Tootancamden Line as it passed through both Tooting and Camden. [22] It was eventually named the Northern line from 28 August 1937, [23] reflecting the planned addition of the Northern Heights lines. [24] Much of the cabling that runs around the old station is modern, being part of the Jubilee line Extension project, which made use of the old C&SLR tunnels under the Thames to run power cables into the City. Those old tunnels are now pretty much severed by the Jubilee line though.