From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
Charing Cross, Euston and Hampstead Railway
Within the first year of opening, it became apparent
to the management and investors that the estimated pas-
senger numbers for the CCE&HR and the other UERL lines
were over-optimistic. Despite improved integration and
cooperation with the other tube railways and the later
extensions, the CCE&HR struggled financially. In 1933,
the CCE&HR and the rest of the UERL were taken into
public ownership. Today, the CCE&HR’s tunnels and sta-
tions form the Northern Line’s Charing Cross branch
from Kennington to Camden Town, the Edgware branch
from Camden Town to Edgware, and the High Barnet
branch from Camden Town to Archway.
Establishment
Origin, 1891–1893
In November 1891, notice was given of a private bill that
would be presented to Parliament for the construction
of the Hampstead, St Pancras & Charing Cross Railway
(HStP&CCR).[2] The railway was planned to run entirely
Geographic route map of Charing Cross, Euston & Hampstead underground from Heath Street in Hampstead to Strand
Railway in Charing Cross. The route was to run beneath Hamp-
stead High Street, Rosslyn Hill, Haverstock Hill and Chalk
The Charing Cross, Euston and Hampstead Railway Farm Road to Camden Town and then under Camden
(CCE&HR), tube,
(CCE&HR) also known as the Hampstead tube was a rail- High Street and Hampstead Road to Euston Road. The
way company established in 1891 that constructed a route then continued south, following Tottenham Court
deep-level underground "tube" railway in London.[note 1] Road, Charing Cross Road and King William Street (now
Construction of the CCE&HR was delayed for more than William IV Street) to Agar Street adjacent to Strand.
a decade whilst funding was sought. In 1900, it became North of Euston Road, a branch was to run eastwards
a subsidiary of the Underground Electric Railways Com- from the main alignment under Drummond Street to
pany of London (UERL) controlled by American financier serve the main line stations at Euston, St Pancras and
Charles Yerkes. The UERL quickly raised the funds, main- King’s Cross.[3] Stations were planned at Hampstead, Bel-
ly from foreign investors. Various routes were planned size Park, Chalk Farm, Camden Town, Seymour Street
but a number of these were rejected by Parliament. Plans (now part of Eversholt Street), Euston Road, Tottenham
for tunnels under Hampstead Heath were authorised, de- Court Road, Oxford Street, Agar Street, Euston and King’s
spite opposition by many local residents who believed Cross.[3] Although a decision had not been made between
they would damage the ecology of the Heath. the use of cable haulage or electric traction as the means
When opened in 1907, the CCE&HR’s line served 16 of pulling the trains, a power station was planned on
stations and ran for 7.67 miles (12.34 km)[1] in a pair of Chalk Farm Road close to the London and North Western
tunnels between its southern terminus at Charing Cross Railway’s Chalk Farm station (later renamed Primrose
and its two northern termini at Archway and Golders Hill) which had a coal depot for deliveries.[3]
Green. Extensions in 1914 and the mid-1920s took the The promoters of the HStP&CCR were inspired by
railway to Edgware and under the River Thames to Ken- the recent success of the City and South London Railway
nington, serving 23 stations over a distance of 14.19 miles (C&SLR), the world’s first deep-tube railway. This had
(22.84 km).[1] In the 1920s, the route was connected to opened in November 1890 and had seen large passenger
another of London’s deep-level tube railways, the City numbers in its first year of operation.[note 2] Bills for
and South London Railway (C&SLR), and services on the three similarly inspired new underground railways were
two lines were merged into a single London Under- also submitted to Parliament for the 1892 parliamentary
ground line called the Northern Line. session, and, to ensure a consistent approach, a Joint
1
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
Select Committee was established to review the propos-
als. The committee took evidence on various matters re-
garding the construction and operation of deep-tube rail-
ways, and made recommendations on the diameter of
tube tunnels, method of traction, and the granting of
wayleaves. After preventing the construction of the
branch beyond Euston, the Committee allowed the
HStP&CCR bill to proceed for normal parliamentary con-
sideration. The rest of the route was approved and, fol-
lowing a change of the company name, the bill received
Royal Assent on 24 August 1893 as the Charing Cross, Eus-
ton, and Hampstead Railway Act, 1893.[5]
Search for finance, 1893–1903
Although the company had permission to construct the
railway, it still had to raise the capital for the construc-
tion works. The CCE&HR was not alone; four other new
tube railway companies were looking for investors – the
Baker Street & Waterloo Railway (BS&WR), the Waterloo
& City Railway (W&CR) and the Great Northern & City
Railway (GN&CR) (the three other companies that put
forward bills in 1892) and the Central London Railway
(CLR, which had received assent in 1891).[note 3] Only the
W&CR, which was the shortest line and was backed by
Financier Charles Yerkes who bought the CCE&HR in 1900
the London and South Western Railway with a guaran-
teed dividend, was able to raise its funds without difficul-
ty.[7] For the CCE&HR and the rest, much of the remain- the majority of shares sold to overseas investors.[note 6]
der of the decade saw a struggle to find investors in an Further share issues followed, which raised a total of
uninterested market. A share offer in April 1894 had been £18 million (equivalent to approximately £1.43 billion to-
unsuccessful and in December 1899 only 451 out of the day)[15] to be used across all of the UERL’s projects.[note 7]
company’s 177,600 £10 shares had been part sold to eight
investors.[8] Deciding the route, 1893–1903
Like most legislation of its kind, the act of 1893 im- While the CCE&HR raised money, it continued to develop
posed a time limit for the compulsory purchase of land the plans for its route. On 24 November 1894, a bill was
and the raising of capital.[note 4] To keep the powers announced to purchase additional land for stations at
granted by the act alive, the CCE&HR submitted a series Charing Cross, Oxford Street, Euston and Camden
of further bills to Parliament for extensions of time. Ex- Town.[17] This was approved as the Charing Cross, Euston
tensions were granted by the Charing Cross Euston and and Hampstead Railway Act, 1894 on 20 July 1895.[18] On 23
Hampstead Railway Acts, 1897,[9] 1898,[10] 1900,[11] and November 1897, a bill was announced to change the route
1902.[12] of the line at its southern end to terminate under Craven
A contractor was appointed in 1897, but funds were Street on the south side of Strand.[19] This was enacted as
not available and no work was started.[13] In 1900, foreign the Charing Cross, Euston and Hampstead Railway Act, 1898 on
investors came to the rescue of the CCE&HR: American 25 July 1898.[10]
financier Charles Yerkes, who had been lucratively in- On 22 November 1898, the CCE&HR published anoth-
volved in the development of Chicago’s tramway system er bill to add an extension and to modify part of the
in the 1880s and 1890s, saw the opportunity to make sim- route.[20] The extension was a branch from Camden
ilar investments in London. Starting with the purchase of Town to Kentish Town where a new terminus was
the CCE&HR in September 1900 for £100,000, he and his planned as an interchange with the Midland Railway’s
backers purchased a number of the unbuilt tube railways, Kentish Town station. Beyond the terminus, the CCE&HR
and the operational but struggling Metropolitan District line was to come to the surface for a depot on vacant
Railway (MDR).[note 5] land to the east of Highgate Road (occupied today by the
With the CCE&HR and the other companies under his Ingestre Road Estate). The modification changed the Eus-
control, Yerkes established the UERL to raise funds to ton branch by extending it northwards from Euston to
build the tube railways and to electrify the steam-oper- connect to the main route at the south end of Camden
ated MDR. The UERL was capitalised at £5 million with High Street. The section of the main route between the
2
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
two ends of the loop was omitted. Included in the bill from Charing Cross to Victoria were deemed to not com-
were powers to purchase a site in Cranbourn Street for ply with parliamentary standing orders and were struck-
an additional station (Leicester Square). It received Royal out.[32][note 12]
Assent as the Charing Cross, Euston and Hampstead Railway
Act, 1899 on 9 August 1899.[21] Hampstead Heath controversy
On 23 November 1900, the CCE&HR announced its A controversial element of the CCE&HR’s plans was the
most wide-ranging modifications to the route. Two bills extension of the railway to Golders Green. The route of
were submitted to Parliament, referred to as No. 1 and the tube tunnels took the line under Hampstead Heath
No. 2. Bill No. 1 proposed the continuation of the railway and strong opposition was raised, concerned about the
north from Hampstead to Golders Green, the purchase effect that the tunnels would have on the ecology of the
of land and properties for stations and the construction Heath. The Hampstead Heath Protection Society claimed
of a depot at Golders Green. Also proposed were minor that the tunnels would drain the sub-soil of water and
adjustments to route alignments previously ap- the vibration of passing trains would damage trees. Tak-
proved.[22][23] Bill No. 2 proposed two extensions: from ing its lead from the Society’s objections, The Times pub-
Kentish Town to Brecknock Road, Archway Tavern, Arch- lished an alarmist article on 25 December 1900 claiming
way Road and Highgate in the north and from Charing that "a great tube laid under the heath will, of course, act
Cross to Parliament Square, Artillery Row and Victoria as a drain; and it is quite likely that the grass and gorse
station in the south.[24][25] and trees on the Heath will suffer from the loss of mois-
The extension to Golders Green would take the rail- ture ... Moreover, it seems to be established beyond ques-
way out of the urban and suburban areas and into open tion that the trains passing along these deep-laid tubes
farmland. While this provided a convenient site for the shake the earth to its surface, and the constant jar and
CCE&HR’s depot[note 8] it is believed that underlying the quiver will probably have a serious effect upon the trees
decision was Yerkes’ plan to profit from the sale of devel- by loosening their roots."[34]
opment land previously purchased in the area that would
rise in value when the railway opened.[note 9]
The CCE&HR’s two bills were submitted to Parliament
at the same time as a large number of other bills for un-
derground railways in the capital.[note 10] As it had done
in 1892, Parliament established a joint committee under
Lord Windsor to review the bills.[28] By the time the com-
mittee had produced its report, the parliamentary ses-
sion was almost over and the promoters of the bills were
asked to resubmit them for the following 1902 session.[29]
Bills No. 1 and No. 2 were resubmitted in November 1901
together with a new bill – bill No. 3. The new bill modified
the route of the proposed extension to Golders Green and
added a short extension running beneath Charing Cross
main line station to the Victoria Embankment where it Part of Hampstead Heath
would provide an interchange with the existing MDR sta-
tion (then called Charing Cross).[30] In fact, the tunnels were to be excavated at a depth
of more than 200 feet (61 m) below the surface,[32] the
deepest of any on the London Underground.[35] In his
presentation to the joint committee, the CCE&HR’s coun-
sel disparagingly refuted the objections: "Just see what
an absurd thing! Disturbance of the water when we are
240 feet down in the London clay – about the most imper-
vious thing you can possibly find; almost more impervi-
ous than granite rock! And the vibration on this railway
is to shake down timber trees! Could anything be more
Maps showing the development of the CCE&HR’s planned route ludicrous than to waste the time of the Committee in dis-
before construction started cussing such things presented by such a body!"[36]
A second railway company, the Edgware & Hamp-
The bills were again examined by a joint committee, this stead Railway (E&HR), also had a bill before Parliament
time under Lord Ribblesdale.[note 11] The sections which which proposed tunnels beneath the Heath as part of its
dealt with the proposed north-eastern extension from planned route between Edgware and Hampstead.[37] The
Archway Tavern to Highgate and the southern extension E&HR had planned to connect to the CCE&HR at Hamp-
3
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
stead but, to avoid the needless duplication of tunnels North End station was abandoned in 1906 before the lift
between Golders Green and Hampstead, the two compa- and stair shafts were dug and before a surface building
nies agreed that the E&HR would instead connect to the was constructed.[51]
CCE&HR at Golders Green.[38] Tunnelling was completed in December 1905, after
The Metropolitan Borough of Hampstead had initially which work continued on the construction of the station
objected to the line but gave consent on the condition buildings and the fitting-out of the tunnels with tracks
that a station be constructed between Hampstead and and signalling equipment.[35] As part of the UERL group,
Golders Green to provide access for visitors to the Heath. the CCE&HR obtained its electricity from the company’s
A new station was added to the plans at the northern Lots Road Power Station, originally built for the electrifi-
edge of the Heath at North End where it could also serve cation of the MDR; the proposed Chalk Farm generating
a new residential development planned for the area.[note station was not built. The final section of the approved
13] Once Parliament was satisfied that the extension route between Charing Cross and the Embankment was
would not damage the Heath, the CCE&HR bills jointly re- not constructed, and the southern terminus on opening
ceived Royal Assent on 18 November 1902 as the Char- was Charing Cross. After a period of test running, the rail-
ing Cross, Euston and Hampstead Railway Act, 1902.[12] On the way was ready to open in 1907.
same date, the E&HR bill received its assent as the Edg-
ware and Hampstead Railway Act, 1902.[12]
Opening
Construction, 1902–1907
With the funds available from the UERL and the route de-
cided, the CCE&HR started site demolitions and prepara-
tory works in July 1902. On 21 November 1902, the
CCE&HR published another bill which sought compulsory
purchase powers for additional buildings for its station
sites, planned the take-over of the E&HR and abandoned
the permitted but redundant section of the line from
Kentish Town to the proposed depot site near Highgate
Road.[39][note 14] This bill was approved as the Charing
Cross, Euston and Hampstead Railway Act, 1903 on 21 July
1903.[41]
Tunnelling began in September 1903.[35] Stations
were provided with surface buildings designed by archi- Leslie Green’s Tufnell Park station, an example of the design
tect Leslie Green in the UERL house-style.[42] This con- used for the CCE&HR’s stations
sisted of two-storey steel-framed buildings faced with
red glazed terracotta blocks with wide semi-circular win- The CCE&HR was the last of the UERL’s three tube rail-
dows on the upper floor.[note 15] Each station was provid- ways to open and was advertised as the "Last Link".[52]
ed with two or four lifts and an emergency spiral stair- The official opening on 22 June 1907 was made by David
case in a separate shaft.[note 16] Lloyd George, President of the Board of Trade, after
While construction proceeded, the CCE&HR contin- which the public travelled free for the rest of the
ued to submit bills to Parliament. The Charing Cross, Eus- day.[53][54] From its opening, the CCE&HR was generally
ton and Hampstead Railway Act, 1904, which received assent known by the abbreviated names Hampstead Tube or
on 22 July 1904, granted permission to buy additional Hampstead Railway and the names appeared on the station
land for the station at Tottenham Court Road, for a new buildings and on contemporary maps of the tube
station at Mornington Crescent and for changes at Char- lines.[55][56]
ing Cross.[46][47] The Charing Cross, Euston and Hampstead The railway had stations at:
Railway Act, 1905 received assent on 4 August 1905.[48][49] • Charing Cross
It dealt mainly with the acquisition of the subsoil under • Leicester Square
part of the forecourt of Charing Cross main line station • Oxford Street (now Tottenham Court Road)
so that the CCE&HR’s station could be excavated.[note 17] • Tottenham Court Road (now Goodge Street)
The sale of the building land at North End to con- • Euston Road (now Warren Street)
servationists to form the Hampstead Heath extension in • Euston
1904, meant a reduction in the number of residents who • Mornington Crescent
might use the station there. Work continued below • Camden Town
ground at a reduced pace, and the platform tunnels and Golders Green branch
some passenger circulation tunnels were excavated, but • Chalk Farm
4
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
• Belsize Park as it was owned by the mainline London and South
• Hampstead Western Railway.
• Golders Green The UERL’s three tube railway companies were still
Highgate branch legally separate entities with their own management and
• South Kentish Town (closed 1924)[57] shareholder and dividend structures. There was dupli-
• Kentish Town cated administration between the three companies and,
• Tufnell Park to streamline the management and reduce expenditure,
• Highgate (now Archway) the UERL announced a bill in November 1909 that would
The service was provided by a fleet of carriages manu- merge the Hampstead Tube, the Piccadilly Tube and the
factured for the UERL by the American Car and Foundry Bakerloo Tube into a single entity, the London Electric
Company and assembled at Trafford Park in Manches- Railway (LER), although the lines retained their own indi-
ter.[43] These carriages were built to the same design vidual branding.[60][note 19] The bill received assent on 26
used for the BS&WR and the GNP&BR and operated as July 1910 as the London Electric Railway Amalgamation Act,
electric multiple unit trains without the need for sepa- 1910.[61]
rate locomotives. Passengers boarded the trains via fold-
ing lattice gates at each end of cars which were operated
by Gate-men who rode on the outside platform and an-
Extensions
nounced station names as trains arrived. The design be-
came known on the Underground as the 1906 stock or Embankment, 1910–1914
Gate stock. In November 1910, the LER published notice of a bill to
revive the unused 1902 permission to continue the line
from Charing Cross to Embankment.[62] The extension
Co-operation and consolida- was planned as a single tunnel, running in a loop under
tion, 1907–1910 the Thames, connecting the ends of the two existing tun-
nels. Trains were to run in one direction around the loop
Despite the UERL’s success in financing and constructing stopping at a single-platform station constructed to pro-
the Hampstead Railway in only seven years, its opening vide an interchange with the BS&WR and MDR at Em-
was not the financial success that had been expected. In bankment station.[63][note 20] The bill received assent as
the Hampstead Tube’s first twelve months of operation the London Electric Railway Act, 1911 on 2 June 1911.[64] The
it carried 25 million passengers, just half of the 50 mil- loop was constructed from a large excavation north-west
lion that had been predicted during the planning of the of the MDR station and was connected to the sub-surface
line.[58] The UERL’s pre-opening predictions of passenger line with escalators.[63] The station opened on 6 April
numbers for its other new lines proved to be greatly 1914[57] as:
over-optimistic, as did the improvement in passenger • Charing Cross (Embankment) (now
numbers expected on the newly electrified MDR – in each Embankment)[note 21]
case achieving only around fifty per cent of their tar-
gets.[note 18] Hendon and Edgware, 1902–1924
The lower than expected passenger numbers were
In the decade after the E&HR received royal assent for its
partly due to competition between the tube and sub-sur-
route from Edgware to Hampstead, the company contin-
face railway companies, but the introduction of electric
ued to search for finance and revised its plans in conjunc-
trams and motor buses, replacing slower, horse-drawn
tion both with the CCE&HR and a third railway company,
road transport, took a large number of passengers away
the Watford & Edgware Railway (W&ER) which had plans
from the trains. The problem was not limited to the
to build a line linking the E&HR to Watford.
UERL; all of London’s seven tube lines and the sub-sur-
Following the enactment of the Watford and Edgware
face MDR and Metropolitan Railway were affected to a
Railway Act, 1906,[65] the W&ER briefly took over the pow-
degree and the reduced revenues generated from the
ers of the E&HR to construct the line from Golders Green
lower numbers of passengers made it difficult for the
to Edgware. Struggling to find funds, the W&ER attempt-
UERL and the other railways to pay back the capital bor-
ed a formal merger with the E&HR through a bill sub-
rowed and pay dividends to shareholders.[59]
mitted to Parliament in 1906,[66] with the intention of
In an effort to improve the financial situation, the
constructing and operating the whole of the route from
UERL together with the C&SLR, the CLR and the GN&CR
Golders Green to Watford as a light railway but the bill
began, from 1907, to introduce fare agreements. From
was rejected by Parliament and, when the W&ER’s pow-
1908, they began to present themselves through common
ers lapsed, control returned to the CCE&HR.[67]
branding as the Underground.[59] The W&CR was the only
The E&HR company had remained in existence and
tube railway that did not participate in the arrangement
had obtained a series of acts to preserve and develop its
5
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
plans. The Edgware and Hampstead Railway Acts, 1905,[68] • Hendon Central
1909[69] and 1912[70] granted extensions of time, approved The remainder of the extension opened on 18 August
changes to the route, gave permissions for viaducts and a 1924[57] with stations at:
tunnel and allowed the closure and re-routeing of roads • Colindale
to be crossed by the railway’s tracks. It was intended • Burnt Oak (opened 27 October 1924)[57]
that the CCE&HR would provide and operate the trains • Edgware
and this was formalised by the London Electric Railway Act,
1912,[70] which approved the LER’s take over of the E&HR. Kennington, 1922–1926
No immediate effort was made to start the works and On 21 November 1922, the LER announced a bill for the
they were postponed indefinitely when World War I 1923 parliamentary session. It included the proposal to
started. With wartime restrictions in place, construction extend the line from its southern terminus[note 22] to
work for the railway was prevented. Yearly extensions the C&SLR’s station at Kennington where an interchange
to the earlier E&HR acts were granted under special would be provided.[75] The bill received Royal assent as
wartime powers each year from 1916 until 1922, giving the London Electric Railway Act, 1923 on 2 August 1923.[76]
a final date by which compulsory purchases had to be The work involved the rebuilding of the below
made of 7 August 1924.[71] Although the permissions had ground parts of the CCE&HR’s former terminus station to
been maintained, the UERL could not raise the money enable through running and the loop tunnel was aban-
needed for the works. Construction costs had increased doned. Tunnels were extended under the Thames to
considerably during the war years and the returns pro- Waterloo station and then to Kennington where two ad-
duced by the company could not cover the cost of repay- ditional platforms were constructed to provide the in-
ing loans.[72] terchange to the C&SLR. Immediately south of Kenning-
ton station, the CCE&HR tunnels connected to those of
the C&SLR. The new service was opened on 13 September
1926 to coincide with the opening of the extension of the
C&SLR to Morden.[57] The Charing Cross to Kennington
link had stations at:
• Waterloo
• Kennington
The C&SLR had been under the control of the UERL since
its purchase by the group in 1913.[note 23] An earlier con-
nection between the CCE&HR and the C&SLR had been
opened in 1924 linking the C&SLR’s station at Euston with
the CCE&HR’s at Camden Town. With the opening of the
Kennington extension, the two railways began to operate
as an integrated service using the newly built Standard
Stanley Heaps’ Brent Cross station, an example of the design
Stock trains. On tube maps the combined lines were
used for the Edgware extension stations
shown in a single colour although the separate names
continued in use into the 1930s.[note 24]
The project was made possible when the government
introduced the Trade Facilities Act, 1921 by which the Trea-
sury underwrote loans for public works as a means of Move to public ownership,
alleviating unemployment. With this support, the UERL
raised the funds and work began on extending the Hamp-
1923–1933
stead tube to Edgware. The UERL group’s Managing Despite improvements made to other parts of the net-
Director/Chairman, Lord Ashfield, ceremonially cut the work,[note 25] the Underground railways were still strug-
first sod to begin the works at Golders Green on 12 June gling to make a profit. The UERL’s ownership of the high-
1922.[73] ly profitable London General Omnibus Company (LGOC)
The extension crossed farmland, meaning it could be since 1912 had enabled the UERL group, through the
constructed on the surface more easily and cheaply than pooling of revenues, to use profits from the bus company
a deep tube line below the surface. A viaduct was con- to subsidise the less profitable railways.[note 26] However,
structed across the Brent valley and a short section of competition from numerous small bus companies during
tunnel was required at The Hyde, Hendon. Stations were the early 1920s eroded the profitability of the LGOC and
designed in a suburban pavilion style by the UERL’s ar- had a negative impact on the profitability of the whole
chitect Stanley Heaps.[74] The first section opened on 19 UERL group.
November 1923[57] with stations at: In an effort to protect the UERL group’s income Lord
• Brent (now Brent Cross) Ashfield lobbied the government for regulation of trans-
6
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
port services in the London area. Starting in 1923, a series [5] Between September 1900 and March 1902, Yerkes’
of legislative initiatives were made in this direction, with consortium purchased the CCE&HR (September
Ashfield and Labour London County Councillor (later MP 1900), the MDR (March 1901), the Brompton and
and Minister of Transport) Herbert Morrison, at the fore- Piccadilly Circus Railway, the Great Northern and
front of debates as to the level of regulation and public Strand Railway (both September 1901) and the
control under which transport services should be BS&WR (March 1902).[14]
brought. Ashfield aimed for regulation that would give [6] Yerkes was Chairman of the UERL with the other
the UERL group protection from competition and allow main investors being investment banks Speyer
it to take substantive control of the LCC’s tram system; Brothers (London), Speyer & Co. (New York) and
Morrison preferred full public ownership.[80] After seven Old Colony Trust Company (Boston).[14]
years of false starts, a bill was announced at the end of [7] Like many of Yerkes’ schemes in the United States,
1930 for the formation of the London Passenger Trans- the structure of the UERL’s finances was highly
port Board (LPTB), a public corporation that would take complex and involved the use of novel financial
control of the UERL, the Metropolitan Railway and all bus instruments linked to future earnings. Over-
and tram operators within an area designated as the Lon- optimistic expectations of passenger usage meant
don Passenger Transport Area.[81] The Board was a com- that many investors failed to receive the returns
promise – public ownership but not full nationalisation expected.[16]
– and came into existence on 1 July 1933. On this date, [8] The site adjacent to Highgate Road was smaller
the LER and the other Underground companies were liq- than the site at Golders Green.
uidated.[82] [9] Before construction of the railway began, land in
Golders Green was valued at £200 - £300 per acre.
Legacy After work started, the value increased to £600 -
£700 per acre.[26]
Finding a suitable name for the combined CCE&HR and [10] In addition to bills for extensions to existing tube
C&SLR routes proved a challenge for the LPTB and a railways, bills for seven new tube railways were
number of variations were used including Edgware, Mor- submitted to Parliament in 1901.[27] While a
den & Highgate Line in 1933 and Morden-Edgware Line in number received Royal Assent, none were built.
1936.[83] In 1937, Northern Line was adopted in prepara- [11] The Ribblesdale committee examined bills for tube
tion for the uncompleted Northern Heights plan.[83][84] railways on a north–south alignment. Lord
Today, the Northern line is the busiest on the London Un- Windsor headed a separate committee to examine
derground system, carrying 206.7 million passengers an- bills for tube railways on an east–west
nually,[84] a level of usage which led it to be known as alignment.[31]
the Misery line during the 1990s due to overcrowding and [12] Rules and procedures known as standing orders
poor reliability.[85][86] existed covering the presentation of private bills to
Parliament and a failure to comply with these
Notes and references could result in a bill’s rejection. Standing orders for
railway bills included requirements to publish a
notice of intention to submit the bill in the London
Notes Gazette in the November of the preceding year, to
[1] A "tube" railway is an underground railway submit maps and plans of the route to various
constructed in a cylindrical tunnel by the use of a interested parties, to provide an estimate of the
tunnelling shield, usually deep below ground level. cost and to deposit 5% of the estimated cost into
[2] In its first year of operation the C&SLR carried the Court of Chancery.[33]
5.1 million passengers.[4] [13] North End station has also been known as Bull and
[3] The Central London Railway received assent on 5 Bush due to its proximity to a pub of that name.
August 1891, the Baker Street & Waterloo Railway [14] Included in the bill was a proposal to formally
Act received assent on 28 March 1893, the Waterloo transfer the CCE&HR’s powers to another of the
and City Railway Act received assent on 8 March UERL’s railways, the Great Northern, Piccadilly and
1893 and the Great Northern & City Railway Act Brompton Railway. With similar proposals included
received assent on 28 June 1892.[6] in a bill for the BS&WR, the UERL’s other tube line,
[4] Time limits were included in such legislation to this would have merged the three separate
encourage the railway company to complete the companies into one called the Underground
construction of its line as quickly as possible. They Consolidated Electric Railways Company. The proposal
also prevented unused permissions acting as an was rejected by Parliament.[40]
indefinite block to other proposals. [15] Three CCE&HR stations were exceptions to Leslie
Green’s usual station design: Golders Green had a
7
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
brick-built station building, Tottenham Court Road References
had a ticket hall under the street accessed by
[1] ^ Length of line calculated from distances given at
pedestrian subways and had no building of its own
"Clive’s Underground Line Guides, Northern line,
and Charing Cross used an entrance built into the
Layout". Clive D. W. Feathers.
side of the main line station building.
http://www.davros.org/rail/culg/
[16] The lifts, supplied by American manufacturer
northern.html#layout. Retrieved 27 January 2008.
Otis,[43] were installed in pairs within 23 ft
[2] London Gazette: no. 26226. pp. 6324–6326. 24
diameter shafts.[44] The number of lifts depended
November 1891. Retrieved 27 May 2008.
on the expected passenger demand at the stations,
[3] ^ Badsey-Ellis 2005, p. 58.
for example, Hampstead has four lifts but Chalk
[4] Wolmar 2005, p. 321.
Farm and Mornington Crescent have two each.[45]
[5] London Gazette: no. 26435. p. 4825. 25 August 1893.
[17] Previous CCE&HR acts had already obtained
Retrieved 27 May 2008.
permission for the use of most of the subsoil of the
[6] Badsey-Ellis 2005, pp. 47, 56, 57, 60.
forecourt and this act extended the permission to
[7] Badsey-Ellis 2005, pp. 57 & 112.
the whole of its area.[50]
[8] "New London Electric Railway Scheme". The Times
[18] The UERL had predicted 35 million passengers for
(36252): p. 6. 20 September 1900.
the B&SWR and 60 million for the GNP&BR in their
http://infotrac.galegroup.com/itw/infomark/341/
first year of operation but achieved 20.5 and
754/79630332w16/purl=rc1_TTDA_0_CS101377844.
26 million respectively. For the MDR it had
Retrieved 17 June 2010.
predicted an increase to 100 million passengers
[9] London Gazette: no. 26859. p. 3128. 4 June 1897.
after electrification but achieved 55 million.[58]
Retrieved 27 May 2008.
[19] The merger was carried out by transferring the
[10] ^ London Gazette: no. 26990. p. 4506. 26 July 1898.
assets of the CCE&HR and the BS&WR to the
Retrieved 27 May 2008.
GNP&BR and renaming the GNP&BR as the London
[11] London Gazette: no. 27197. p. 3404. 29 May 1900.
Electric Railway.
Retrieved 27 May 2008.
[20] Part of the loop remains in use today as the sharply
[12] ^ London Gazette: no. 27497. p. 7533. 21 November
curved northbound Northern line platform.
1902. Retrieved 27 May 2008.
[21] The B&SWR and MDR parts of the station had had
[13] Wolmar 2005, p. 184.
different names. The B&SWR section was renamed
[14] ^ Badsey-Ellis 2005, p. 118.
Charing Cross (Embankment) to match the CCE&HR
[15] UK CPI inflation numbers based on data available
but the MDR part continued to be called just
from Lawrence H. Officer (2010) "What Were the
Charing Cross.[57]
UK Earnings and Prices Then?" MeasuringWorth.
[22] In a three-way renaming on 9 May 1915, the
[16] Wolmar 2005, pp. 170–172.
CCE&HR’s terminus station Charing Cross
[17] London Gazette: no. 26461. pp. 6859–6860. 24
(Embankment) was renamed Charing Cross, the
November 1893. Retrieved 27 May 2008.
CCE&HR’s Charing Cross station (which had briefly
[18] London Gazette: no. 26535. p. 4214. 24 July 1894.
been named Charing Cross (Strand)) was renamed
Retrieved 27 May 2008.
Strand and the GNP&BR’s Strand station was
[19] London Gazette: no. 26913. pp. 6827–6829. 23
renamed Aldwych.[57]
November 1897. Retrieved 27 May 2008.
[23] The UERL purchased both the C&SLR and Central
[20] London Gazette: no. 27025. pp. 7134–7136. 22
London Railway on 1 January 1913, making the
November 1898. Retrieved 27 May 2008.
payments in its own shares.[77]
[21] London Gazette: no. 27107. pp. 5011–5012. 11 August
[24] The combined route was shown in black as it is
1899. Retrieved 27 May 2008.
today with the line names given as Hampstead and
[22] London Gazette: (Supplement) no. 27249. pp.
Highgate Line and City & South London Railway.[78]
7613–7616. 23 November 1900. Retrieved 27 May
[25] During World War I, the BS&WR was extended
2008.
from Paddington to Watford Junction. Post war; the
[23] Badsey-Ellis 2005, p. 94.
extension of the CLR from Wood Lane to Ealing
[24] London Gazette: (Supplement) no. 27249. pp.
Broadway was opened in 1920.[57]
7491–7493. 23 November 1900. Retrieved 27 May
[26] By having a virtual monopoly of bus services, the
2008.
LGOC was able to make large profits and pay
[25] Badsey-Ellis 2005, p. 95.
dividends far higher than the underground
[26] Wolmar 2005, pp. 172–173 & 187.
railways ever had. In 1911, the year before its take
[27] Badsey-Ellis 2005, p. 92.
over by the UERL, the dividend had been 18 per
[28] Badsey-Ellis 2005, p. 93.
cent.[79]
[29] Badsey-Ellis 2005, p. 111.
8
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
[30] London Gazette: no. 27379. pp. 7732–7734. 22 [58] ^ Wolmar 2005, p. 191.
November 1901. Retrieved 27 May 2008. [59] ^ Badsey-Ellis 2005, pp. 282–283.
[31] Badsey-Ellis 2005, p. 131. [60] London Gazette: no. 28311. pp. 8816–8818. 23
[32] ^ Badsey-Ellis 2005, p. 137. November 1909. Retrieved 27 May 2008.
[33] Badsey-Ellis 2005, p. 41. [61] London Gazette: no. 28402. pp. 5497–5498. 29 July
[34] "The Tunnel Under Hampstead Heath". The Times 1910. Retrieved 27 May 2008.
(London): p. 9. 25 December 1900. [62] London Gazette: no. 28439. pp. 8408–8411. 22
http://archive.timesonline.co.uk/tol/ November 1910. Retrieved 27 May 2008.
viewArticle.arc?toDate=1900-12-26&fromDate=1900-12-01¤tPageNumber=1&resultsPerPage=10&sortBy=default&offset=
[63] ^ Badsey-Ellis 2005, p. 271.
The_Times-1900-12-25-09&articleId=ARCHIVE- [64] London Gazette: no. 28500. p. 4175. 2 June 1911.
The_Times-1900-12-25-09-002&xmlpath=&pubId=17&totalResults=52&addRefineFilters=&removeRefineFilters=&addRefineCat=
Retrieved 27 May 2008.
Retrieved 31 August 2008. (registration required). [65] London Gazette: no. 27938. pp. 5453–5454. 7 August
Quoted, with slight differences, in Wolmar 2005, 1906. Retrieved 27 May 2008.
pp. 184–185 [66] London Gazette: no. 27971. pp. 8372–8373. 27
[35] ^ Wolmar 2005, p. 185. November 1906. Retrieved 27 May 2008.
[36] Quoted in Badsey-Ellis 2005, p. 137 [67] Beard 2002, pp. 11–15.
[37] London Gazette: no. 27380. pp. 8200–8202. 26 [68] London Gazette: no. 27825. pp. 5477–5478. 8 August
November 1901. Retrieved 27 May 2008. 1905. Retrieved 27 May 2008.
[38] Badsey-Ellis 2005, p. 138. [69] London Gazette: no. 28300. p. 7747. 22 October 1909.
[39] London Gazette: no. 27497. pp. 7642–7644. 21 Retrieved 27 May 2008.
November 1902. Retrieved 27 May 2008. [70] ^ London Gazette: no. 28634. pp. 5915–5916. 9 August
[40] Badsey-Ellis 2005, pp. 203 & 215. 1912. Retrieved 27 May 2008.
[41] London Gazette: no. 27580. p. 4668. 24 July 1903. [71] London Gazette: no. 32753. p. 7072. 6 October 1922.
Retrieved 27 May 2008. Retrieved 27 May 2008.
[42] Wolmar 2005, p. 175. [72] Wolmar 2005, pp. 220–221.
[43] ^ Wolmar 2005, p. 188. [73] Photograph of Lord Ashfield cutting the first sod –
[44] Connor 1999, plans of stations. London Transport Museum photographic archive.
[45] "Clive’s Underground Line Guides, Lifts and Retrieved 27 May 2008.
Escalators". Clive D. W. Feathers. [74] Wolmar 2005, p. 222.
http://www.davros.org/rail/culg/vertical.html. [75] London Gazette: no. 32769. pp. 8230–8233. 21
Retrieved 27 May 2008. November 1922. Retrieved 27 May 2008.
[46] London Gazette: no. 27618. pp. 7195–7196. 20 [76] London Gazette: no. 32850. p. 5322. 3 August 1923.
November 1903. Retrieved 27 May 2008. Retrieved 27 May 2008.
[47] London Gazette: (Supplement) no. 27699. pp. [77] Wolmar 2005, p. 205.
4827–4828. 26 July 1904. Retrieved 27 May 2008. [78] "1926 tube map". A History of the London Tube Maps.
[48] London Gazette: no. 27737. pp. 7774–7776. 22 http://homepage.ntlworld.com/clive.billson/
November 1904. Retrieved 27 May 2008. tubemaps/1926-3rd.html. Retrieved 27 May 2008.
[49] London Gazette: no. 27825. pp. 5447–5448. 8 August [79] Wolmar 2005, p. 204.
1905. Retrieved 27 May 2008. [80] Wolmar 2005, pp. 259–262.
[50] Badsey-Ellis 2005, p. 237. [81] London Gazette: no. 33668. pp. 7905–7907. 9
[51] Connor 1999, pp. 14–17. December 1930. Retrieved 27 May 2008.
[52] Badsey-Ellis 2005, p. 250. [82] Wolmar 2005, p. 266.
[53] Wolmar 2005, p. 186. [83] ^ Tube maps from 1933, 1936 and 1939, showing
[54] Report of the opening - "Opening of the Hampstead the changing names of the line from "A History of
Tube". The Times (London): p. 3. 24 June 1907. the London Tube Maps".
http://archive.timesonline.co.uk/tol/ http://homepage.ntlworld.com/clivebillson/tube/
viewArticle.arc?toDate=1907-06-25&fromDate=1907-06-24¤tPageNumber=1&resultsPerPage=10&sortBy=default&offset=
tube.html. Retrieved 10 June 2008.
The_Times-1907-06-24-03&articleId=ARCHIVE- [84] ^ "Northern line facts". Transport for London.
The_Times-1907-06-24-03-007&xmlpath=&pubId=17&totalResults=3&addRefineFilters=&removeRefineFilters=&addRefineCat=&
http://www.tfl.gov.uk/tfl/corporate/
Retrieved 31 August 2008. (registration required). modesoftransport/tube/linefacts/?line=northern.
[55] Photograph of Euston Road station (now Warren Retrieved 10 June 2008.
Street), 1907 – London Transport Museum [85] "Call for action on Northern Line". BBC News. 12
photographic archive. Retrieved 27 May 2008. October 2005. http://news.bbc.co.uk/1/hi/
[56] 1908 tube map – A History of the London Tube england/london/4334700.stm. Retrieved 10 June
Maps. Retrieved 27 May 2008. 2008.
[57] ^ & Rose 1999.
9
From Wikipedia, the free encyclopedia Charing Cross, Euston and Hampstead Railway
[86] "Five more years of Northern line pain". This Is • Beard, Tony (2002). By Tube Beyond Edgware. Capital
Local London. 11 September 2006. Transport. ISBN 1-85414-246-1.
http://64.233.183.104/ • Connor, J.E. (1999). London’s Disused Underground
search?q=cache:KeKJRzo6mNUJ:www.thisislocallondon.co.uk/
Stations. Capital Transport. ISBN 1-85414-250-X.
display.var.914725.0.0.php%3Fact%3Dlogin+%22Five+more+years+of+Northern+line+pain%22&hl=en&ct=clnk&cd=3&gl=uk.
• Rose, Douglas (1999). The London Underground, A
Retrieved 26 August 2008. Diagrammatic History. Douglas Rose/Capital
Transport. ISBN 1-85414-219-4.
Bibliography • Wolmar, Christian (2005) [2004]. The Subterranean
• Badsey-Ellis, Antony (2005). London’s Lost Tube Railway: How the London Underground Was Built and How
Schemes. Capital Transport. ISBN 1-85414-293-3. It Changed the City Forever. Atlantic Books.
ISBN 1-84354-023-1.
Retrieved from "http://en.wikipedia.org/w/in-
dex.php?title=Charing_Cross,_Euston_and_Hampstead_Railway&oldid=461195540"
Categories:
• Transport in Camden
• Transport in Barnet
• Transport in Westminster
• Transport in Southwark
• Transport in Lambeth
• Predecessor companies of the London Underground
• Railway companies established in 1891
• Railway lines opened in 1907
• Railway companies disestablished in 1933
• Underground Electric Railways Company of London
This page was last modified on 17 November 2011 at 23:50. Text is available under the Creative Commons Attribution-
ShareAlike License; additional terms may apply. See Terms of use for details. Wikipedia® is a registered trademark of
the Wikimedia Foundation, Inc., a non-profit organization.Contact us
Privacy policy About Wikipedia Disclaimers Mobile view
10