[note 5] Initially, with the Crimean War under way, the Met found it hard to raise the capital. [215] In 1932, the last full year of operation, a 1+58 per cent dividend was declared. [262] A Jubilee Stock first class carriage was restored to carry passengers during the Met's 150th anniversary celebrations. [84] Watkin was an experienced railwayman and already on the board of several railway companies, including the South Eastern Railway (SER), and had an aspiration to construct a line from the north through London to that railway. [42], From 1879, more locomotives were needed, and the design was updated and 24 were delivered between 1879 and 1885. [32], In 1868 and 1869, judgements had been against the Met in a number of hearings, finding financial irregularities such as the company paying a dividend it could not afford and expenses being paid out of the capital account. Nearly one hundred Dreadnoughts were built between 1910 and 1923. Its first line connected the main-line railway termini at Paddington, Euston, and King's Cross to the City. [166], In 1924 and 1925, the British Empire Exhibition was held on the Wembley Park Estate and the adjacent Wembley Park station was rebuilt with a new island platform with a covered bridge linking to the exhibition. [243], Many locomotives were made redundant by the electrification of the inner London lines in 19051906. To reduce smoke underground, at first coke was burnt, changed in 1869 to smokeless Welsh coal. [42] With the problem continuing after the 1880s, conflict arose between the Met, who wished to make more openings in the tunnels, and the local authorities, who argued that these would frighten horses and reduce property values. [142] The polluted atmosphere in the tunnels was becoming increasingly unpopular with passengers and conversion to electric traction was seen as the way forward. The Dreadnought Stock; The Pullman Cars; Metropolitan Railway Saloon Coaches; Electrification & Rolling Stock Development; The 1905-7 Stock; . Metropolitan 465 'Dreadnought' 9-compartment third built 1919.jpg 2,288 1,712; 1.24 MB Metropolitan Dreadnought 509 (1569668441).jpg 2,288 1,712; 1.26 MB Metropolitan Railway "Dreadnought" Third Compartment No.465 (6761752265).jpg 600 399; 118 KB Metropolitan Railway Dreadnought Coach (17190013338).jpg 4,608 3,456; 7.61 MB Category: [94][note 24] After an official opening ceremony on 17 September and trial running a circular service started on Monday 6 October 1884. Metropolitan Railway Dreadnought Coaches and MV/MW/T electric stock Competition with the Great Central Railway on outer suburban services on the extension line saw the introduction of more comfortable Dreadnought Stock carriages from 1910. The Line initially had six cars and ran from Glisan Street, down second. [31], The 3.75-mile (6km) railway opened to the public on 10 January 1863,[29] with stations at Paddington (Bishop's Road) (now Paddington), Edgware Road, Baker Street, Portland Road (now Great Portland Street), Gower Street (now Euston Square), King's Cross (now King's Cross St Pancras), and Farringdon Street (now Farringdon). More trains followed in 1892, but all had been withdrawn by 1912. [258][255] In the 1890s, a mechanical 'next station' indicator was tested in some carriages on the Circle, triggered by a wooden flap between the tracks. The Met & GC Joint Committee took over the operation of the stations and line, but had no rolling stock. Discussions continued, and in 1911 it was agreed that the ELR would be electrified with the UERL providing power and the Met the train service. In the most excellent 'Steam to Silver' there is mention of the fact that Metropolitan Railway 'Dreadnought' coaches were 'handed' with a power bus line only on one side of the coaches. [63][note 17], The early success of the Met prompted a flurry of applications to Parliament in 1863 for new railways in London, many of them competing for similar routes. Chiltern Court became one of the most prestigious addresses in London. A further batch of 'MW' stock was ordered in 1931, this time from the Birmingham Railway Carriage & Wagon Co. [82] All appealed and were allowed, in 1874, to settle for a much lower amount. The proposals for tunnelling under the park proved controversial and the scheme was dropped. The Met protested, claiming that the bill was 'incompatible with the spirit and terms' of the agreements between it and the MS&LR. [155] Ninety-two of these wooden compartment carriages were built, fitted with pressurised gas lighting and steam heating. After amalgamation in 1933 the "Metro-land" brand was rapidly dropped. The cheapest coaches on the market were some ex-Metropolitan Railway coaches, dating from the turn of the last century, for which London Transport were asking only 65 each. The traffic reduced significantly when the GCR introduced road transport to Marylebone, but the problem remained until 1936, being one reason the LPTB gave for abolishing the carrying of parcels on Inner Circle trains. After the Met became part of London Underground, the MV stock was fitted with Westinghouse brakes and the cars with GEC motors were re-geared to allow them to work in multiple with the MV153-motored cars. [114][note 27], In 1868, the Duke of Buckingham opened the Aylesbury and Buckingham Railway (A&BR), a 12.75-mile (20.5km) single track from Aylesbury to a new station at Verney Junction on the Buckinghamshire Railway's Bletchley to Oxford line. [183] MRCE developed estates at Kingsbury Garden Village near Neasden, Wembley Park, Cecil Park and Grange Estate at Pinner, and the Cedars Estate at Rickmansworth, and created places such as Harrow Garden Village. First and third class accommodation was provided in open saloons, second class being withdrawn from the Met. Extra trains required by the District were charged for and the District's share of the income dropped to about 40 per cent. In the first half of the 19th century the population and physical extent of London grew greatly. [141], At the start of the 20th century, the District and the Met saw increased competition in central London from the new electric deep-level tube lines. London Transport trains were made up of the Dreadnought coaches. [171], Concerned that the GNR would divert its Moorgate services over the City Widened Lines to run via the GN&CR, the Met sought to take over the GN&CR. [32] The railway was hailed a success, carrying 38,000 passengers on the opening day, using GNR trains to supplement the service. During the night of 5 July 1870 the District secretly built the disputed Cromwell curve connecting Brompton and Kensington (High Street). [231] Initially private contractors were used for road delivery, but from 1919 the Met employed its own hauliers. [90] A meeting between the Met and the District was held in 1877 with the Met now wishing to access the SER via the East London Railway (ELR). A number of railway schemes were presented for the 1864 parliamentary session that met the recommendation in varying ways and a Joint Committee of the Parliament of the United Kingdom was set up to review the options. [45][46][47] The Met used two tracks: the other two tracks, the City Widened Lines, were used mainly by other railway companies. A terminus opened at Aldgate on 18 November 1876, initially for a shuttle service to Bishopsgate before all Met and District trains worked through from 4 December. The rest of the motor cars had the same motor equipment but used vacuum brakes, and worked with converted 1920/23 Dreadnought carriages to form 'MV' units. From 1906 to 1924 all these were converted to electric working. Sources differ about the running of the first 'inner circle' services. In 1882, the Met extended its line from Aldgate to a temporary station at Tower of London. [12][14], Construction of the railway was estimated to cost 1million. First class were obviously better illuminated, as their tanks were 24" diameter, as against only 20" for the third class passengers. After arbitration by the Board of Trade a DC system with four rails was taken up and the railways began electrifying using multiple-unit stock and electric locomotives hauling carriages. After the war, the Trade Facilities Act 1921 offered government financial guarantees for capital projects that promoted employment, and taking advantage of this construction started in 1922. As this line was under construction it was included in the list of lines to be electrified, together with the railway from Baker Street to Harrow,[149] the inner circle and the joint GWR and Met H&C. "[38] The design proved so successful that eventually 120 were built to provide traction on the Metropolitan, the District Railway (in 1871) and all other 'cut and cover' underground lines. The Metropolitan Railway (also known as the Met) [note 1] was a passenger and goods railway that served London from 1863 to 1933, its main line heading north-west from the capital's financial heart in the City to what were to become the Middlesex suburbs. The following year, a bill was jointly presented by the Met and GNR with amended plans that would have also allowed a connection between the GN&CR and GNR at Finsbury Park. [200][201] The plan included three new stations, at Quex Road, Kilburn Park Road and Clifton Road,[202] but did not progress after Ministry of Transport revised its Requirements for Passenger Lines requiring a means of exit in an emergency at the ends of trains running in deep-level tubes compartment stock used north of Harrow did not comply with this requirement. It eventually met up with the Manchester, Sheffield & Lincolnshire Railway (or Great Central Railway, as it was by then), itself pushing south. Powered by Create your own unique website with customizable templates. [145] [216][note 39]. Initially, the District and the Met were closely associated and it was intended that they would soon merge. [207][note 38], Construction started in 1929 on a branch from Wembley Park to Stanmore to serve a new housing development at Canons Park,[191] with stations at Kingsbury and Canons Park (Edgware) (renamed Canons Park in 1933). A junction was built with the Inner Circle at Baker Street, but there were no through trains after 1869.[99]. Buckinghamshire Railway Centre Stockbook 3. [260] After some derailments in 1887, a new design of 27feet 6inches (8.38m) long rigid-wheelbase four-wheelers known as Jubilee Stock was built by the Cravens Railway Carriage and Wagon Co. for the extension line. [279] Access was at the ends via open lattice gates[280] and the units were modified so that they could run off-peak as 3-car units. Their design is frequently attributed to the Met's Engineer John Fowler, but the locomotive was a development of one Beyer had built for the Spanish Tudela to Bilbao Railway, Fowler specifying only the driving wheel diameter, axle weight and the ability to navigate sharp curves. The original intention of the M&SJWR was to run to the London and North Western Railway's station at Finchley Road (now Finchley Road & Frognal). [57][58] Authorised on 22 July 1861 as the Hammersmith and City Railway (H&CR),[59] the 2miles 35chains (3.9km) line, constructed on a 20-foot (6.1m) high viaduct largely across open fields,[60] opened on 13 June 1864 with a broad-gauge GWR service from Farringdon Street, [61] with stations at Notting Hill (now Ladbroke Grove), Shepherd's Bush (replaced by the current Shepherd's Bush Market in 1914) and Hammersmith. For a while after his departure the relationship between the companies turned sour. The first order was only for motor cars; half had Westinghouse brakes, Metro-Vickers control systems and four MV153 motors; they replaced the motor cars working with bogie stock trailers. [185], From about 1914 the company promoted itself as "The Met", but after 1920 the commercial manager, John Wardle, ensured that timetables and other publicity material used "Metro" instead. The Met and the Metropolitan Board of Works managed to stem and divert the water and the construction was delayed by only a few months. [134] The Met protested before it was agreed that it would build the lines for the MS&LR's exclusive use. [235] Originally they were painted bright olive green lined in black and yellow, chimneys copper capped with the locomotive number in brass figures at the front and domes of polished brass. [150], On 1 July 1905, the Met and the District both introduced electric units on the inner circle until later that day a Met multiple unit overturned the positive current rail on the District and the Met service was withdrawn. [169], After the Met and the District had withdrawn from the ELR in 1906, services were provided by the South Eastern Railway, the London, Brighton, and South Coast Railway (LB&SCR) and the Great Eastern Railway. It was considered unreliable and not approved for full installation. [32], On its opening the Met operated the trains on the District, receiving 55 per cent of the gross receipts for a fixed level of service. [40] Initially the smoke-filled stations and carriages did not deter passengers[41] and the ventilation was later improved by making an opening in the tunnel between Gower Street and King's Cross and removing glazing in the station roofs. [146], Meanwhile, the District had been building a line from Ealing to South Harrow and had authority for an extension to Uxbridge. [209] By 1921 recovery was sufficient for a dividend of 2+14 per cent to be paid and then, during the post-war housing boom, for the rate to steadily rise to 5 per cent in 19241925. In 1894, the Met and GWR joint station at Aylesbury opened. [185] In the mid-20th century, the spirit of Metro-land was remembered in John Betjeman's poems such as "The Metropolitan Railway" published in the A Few Late Chrysanthemums collection in 1954[219] and he later reached a wider audience with his television documentary Metro-land, first broadcast on 26 February 1973. [105] A short length towards Hampstead was unused. (Including Plates at Back of Volume)", "The City Lines and Extensions. [50] By 1864 the Met had sufficient carriages and locomotives to run its own trains and increase the frequency to six trains an hour. Metropolitan railway 465 'Dreadnought' 9-compartment third built 1919. Soon after the opening disagreement arose between the Met and the GWR over the need to increase the frequency, and the GWR withdrew its stock in August 1863. Steam locomotives were used north of Rickmansworth until the early 1960s when they were replaced following the electrification to Amersham and the introduction of electric multiple units, London Transport withdrawing its service north of Amersham. The District's level of debt meant that the merger was no longer attractive to the Met and did not proceed, so the Met's directors resigned from the District's board. [218] In 1988, the route from Hammersmith to Aldgate and Barking was branded as the Hammersmith & City line, and the route from the New Cross stations to Shoreditch became the East London line, leaving the Metropolitan line as the route from Aldgate to Baker Street and northwards to stations via Harrow. [196] The Met also ran a shuttle service between Watford and Rickmansworth. [48], A pair of single-track tunnels at King's Cross connecting the GNR to the Met opened on 1 October 1863 when the GNR began running services,[49][note 15] the GWR returning the same day with through suburban trains from such places as Windsor. 176.jpg 4,032 3,024; 1.89 MB Museum rollingstock, Oxenhope (geograph 5905729).jpg 4,245 2,706; 2.33 MB NER 1661 Clerestory Saloon built 1904.jpg 2,288 1,712; 1.21 MB These were introduced on the Circle. [273] In 1910, two motor cars were modified with driving cabs at both ends. The Met connected to the GWR's tracks beyond Bishop's Road station. Most of the excavation work was carried out manually by navvies; a primitive earth-moving conveyor was used to remove excavated soil from the trench. [286] In 1921, 20 motor cars, 33 trailers and six first-class driving trailers were received with three pairs of double sliding doors on each side. The locomotive involved in the accident with similar double-decker coaches, 2011 (Paul Smith, CC BY-SA 2.0, via Wikimedia Commons) [Photo] [Photo] Five people were killed in the accident. Full electric service started on 24 September, reducing the travel time around the circle from 70 to 50 minutes. In 1874, frustrated City financiers formed the Metropolitan Inner Circle Completion Railway Company with the aim of finishing the route. A total of 92 of these wooden compartment carriages were built. This was one of the first electric railroads in the country, and the first in Portland. Metropolitan Railway Dreadnought coach Brake 3rd (7 compartment) Competition with the Great Central Railway on outer suburban services on the extension line saw the introduction of more comfortable Dreadnought Stock carriages from 1910. [1][note 35] Land development also occurred in central London when in 1929 Chiltern court, a large, luxurious block of apartments, opened at Baker Street,[185][note 36] designed by the Met's architect Charles Walter Clark, who was also responsible for the design of a number of station reconstructions in outer "Metro-land" at this time. Further coordination in the form of a General Managers' Conference faltered after Selbie withdrew in 1911 when the Central London Railway, without any reference to the conference, set its season ticket prices significantly lower than those on the Met's competitive routes. There were generally two services per hour from both Watford and Uxbridge that ran non-stop from Wembley Park and stopping services started from Rayners Lane, Wembley Park, and Neasden; most did not stop at Marlborough Road and St John's Wood Road. 12 "Sarah Siddons" has been used for heritage events, and ran during the Met's 150th anniversary celebrations. [43], With connections to the GWR and GNR under construction and connections to the Midland Railway and London, Chatham and Dover Railway (LC&DR) planned, the Met obtained permission in 1861 and 1864[note 14] for two additional tracks from King's Cross to Farringdon Street and a four-track eastward extension to Moorgate. In 1871, two additional tracks parallel to the GWR between Westbourne Park and Paddington were brought into use for the H&CR and in 1878 the flat crossing at Westbourne Park was replaced by a diveunder. The company promoted itself as "The Met" from about 1914. [124] Beyond Aylesbury to Verney Junction, the bridges were not strong enough for the Met's locomotives. The District continued to provide four trains on Sundays to keep crews familiar with the route. [27] By the end of 1862 work was complete at a cost of 1.3 million. Similar developments followed at Cecil Park, near Pinner and, after the failure of the tower at Wembley, plots were sold at Wembley Park. 1, damaged in an accident. According to the Metropolitan Railway, the cost of constructing the line on an elevated viaduct would have been four times the cost of constructing it in tunnel. 1 (LT L44) at the Buckinghamshire Railway Centre. 509 Keighley 27/06/08. The first ten, with Westinghouse equipment, entered service in 1906. In 1867, the H&CR became jointly owned by the two companies. Underground Electric Railways Company of London, Royal Commission on Metropolitan Railway Termini, Joint Committee of the Parliament of the United Kingdom, Manchester, Sheffield and Lincolnshire Railway, Great Western and Great Central Joint Railway, Metropolitan and Great Central Joint Railway, London, Brighton, and South Coast Railway, Metropolitan Railway Country Estates Limited, Metropolitan Railway electric locomotives, Metropolitan Railway electric multiple units. Between 1898 and 1900 54 "Ashbury" coaches were built for the MET as steam hauled stock. [184] The dream promoted was of a modern home in beautiful countryside with a fast railway service to central London. [32], The District also had parliamentary permission to extend westward from Brompton and, on 12 April 1869, it opened a single-track line to West Brompton on the WLR. The Metropolitan initially ordered 18 tank locomotives, of which a key feature was condensing equipment which prevented most of the steam from escaping while trains were in tunnels; they have been described as "beautiful little engines, painted green and distinguished particularly by their enormous external cylinders. [198] Another attempt was made in 1927 to extend the Watford branch across Cassiobury Park to the town centre, the Met purchasing a property on Watford High Street with the intention of converting it to a station. [127] In 1899, there were four mixed passenger and goods trains each way between Brill and Quainton Road. [290], This article is about the historic railway from 1863 to 1933. The extension was begun in 1873, but after construction exposed burials in the vault of a Roman Catholic chapel, the contractor reported that it was difficult to keep the men at work. [148] The necessary Act was passed in 1899 and construction on the 7.5 miles (12.1km) long branch started in September 1902, requiring 28 bridges and a 1.5-mile (2.4km) long viaduct with 71 arches at Harrow. [64][note 18], Proposals from the Met to extend south from Paddington to South Kensington and east from Moorgate to Tower Hill were accepted and received royal assent on 29 July 1864. [note 2] The increasing resident population and the development of a commuting population arriving by train each day led to a high level of traffic congestion with huge numbers of carts, cabs, and omnibuses filling the roads and up to 200,000 people entering the City of London, the commercial heart, each day on foot. From 1925 to 1934 these vehicles were used between Watford and Rickmansworth. [102] Financial difficulties meant the scope of the line only progressed as far as Swiss Cottage,[103] The branch to Hampstead was cancelled in 1870. [32] Three months later, on 24 December 1868, the Met extended eastwards to a shared station at South Kensington and the District opened its line from there to Westminster, with other stations at Sloane Square, Victoria, St James's Park, and Westminster Bridge (now Westminster). Compartment stock was preferred over saloon stock so the design also formed the basis for the MW/MV electric stock introduced in 1920/30s. The Met's chairman and three other directors were on the board of the District, John Fowler was the engineer of both companies and the construction works for all of the extensions were let as a single contract. [181] World War I delayed these plans and it was 1919, with expectation of a housing boom,[182] before Metropolitan Railway Country Estates Limited (MRCE) was formed. [79] At the other end of the line, the District part of South Kensington station opened on 10 July 1871 [80][note 21] and Earl's Court station opened on the West Brompton extension on 30 October 1871. Smithfield Market Sidings opened 1 May 1869, serviced by the GWR. Four C Class (0-4-4) locomotives, a development of South Eastern Railway's 'Q' Class, were received in 1891. A Metropolitan Railway Dreadnought coach. This dropped from 1900 onwards as electric trams and the Central London Railway attracted passengers away;[210] a low of .mw-parser-output .frac{white-space:nowrap}.mw-parser-output .frac .num,.mw-parser-output .frac .den{font-size:80%;line-height:0;vertical-align:super}.mw-parser-output .frac .den{vertical-align:sub}.mw-parser-output .sr-only{border:0;clip:rect(0,0,0,0);height:1px;margin:-1px;overflow:hidden;padding:0;position:absolute;width:1px}12 per cent was reached in 19071908. The tunnels were large enough to take a main-line train with an internal diameter of 16 feet (4.9m), in contrast to those of the Central London Railway with a diameter less than 12 feet (3.7m). [280] Before 1918, the motor cars with the more powerful motors were used on the Circle with three trailers. [213] The bill survived a change in government in 1931 and the Met gave no response to a proposal made by the new administration that it could remain independent if it were to lose its running powers over the circle. [285], In 1913, an order was placed for 23 motor cars and 20 trailers, saloon cars with sliding doors at the end and the middle. 465 Keighley 27/06/08. [78] The permissions for the railway east of Mansion House were allowed to lapse. metropolitan railway dreadnought coaches metropolitan railway dreadnought coaches metropolitan railway dreadnought coaches [144] This was accepted by both parties until the Underground Electric Railways Company of London (UERL) took control of the District. [129][130], In 1893, a new station at Wembley Park was opened, initially used by the Old Westminsters Football Club, but primarily to serve a planned sports, leisure and exhibition centre. For a short time, while the Met's station was being built, services ran into the GER station via a 3.5-chain (70m) curve. The bogies and roof are separate. [156], The line beyond Harrow was not electrified so trains were hauled by an electric locomotive from Baker Street, changed for a steam locomotive en route. [266], Competition with the GCR on outer suburban services on the extension line saw the introduction of more comfortable Dreadnought Stock carriages from 1910. Posted August 15, 2018 (edited) Catching up on this, before yet another day passes, the original Dreadnoughts, the 1910 and 1913 batches, were built with gas lighting and two large gas tanks below the underframe. At times, a train started at Great Missenden or Wendover. 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