Work continued on the rest of the northern extension. The City and South London Railway Act, 1900, approved on 25 May 1900, [42] gave permission to enlarge the station tunnel at Angel to a diameter of 9.2 m (30 ft) [43] [44] and the rest of the extension opened on 17 November 1901, [40] with stations at: Between September 1940 and May 1945 most Tube station platforms are used as air raid shelters. Some, like the Piccadilly line Holborn-Aldwych branch, are closed to store British Museum treasures Mather and Platt had just received the contract to supply a complete electric railway system for the City of London and Southwark Subway (sic) [3]. 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.

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 ] On 13 August 2010, a defective rail maintenance train caused disruption on the Charing Cross branch, after it travelled four miles in 13 minutes without a driver. The train was being towed to the depot after becoming faulty. At Archway station, the defective train became detached and ran driverless until coming to a stop at an incline near Warren Street station. This caused morning rush-hour services to be suspended on this branch. All passenger trains were diverted via the Bank branch, with several not stopping at stations until they were safely on the Bank branch. [30] [31] an extension of time for the 1893 Act and changes to the construction of Bank station. Approved as the City and South London Railway Act, 1896 on 14 August 1896. Which London Underground line is the fastest? | CityMetric". www.citymetric.com. 18 September 2017 . Retrieved 2019-02-09. [ permanent dead link] Shortly before it opened to the public, the C&SLR gave notice of its intention to submit another private bill to Parliament – this time to construct a new line from its northern terminus at King William Street towards Islington. Due to the awkward arrangement of King William Street station, the extension was not to be connected directly to the existing running tunnels but was to be linked via a pedestrian subway through which passengers could make interchanges between the separate lines.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. The bill was enacted as the City and South London Railway Act 1923 ( 13 & 14 Geo. 5. c. ci) on 2 August 1923. [67] 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, [68] with stations designed by Charles Holden at: Tunnelling work at the project to modernise and expand Bank Underground station finishes, marking a major milestone in the project During planning, it was expected that the railway would pull the carriages along on cables, as was used in mines, but they switched to the newly developed electric locomotive to pull the carriages along. 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]

Speed of access of major destinations has changed as a result of the 2012 re-routing. The line since 2012 takes in Canada Water station, closely linked to Canary Wharf; similarly from Clapham Junction the West London line (including Kensington Olympia) is made directly available. Rose, Douglas (1999) [1980]. The London Underground, A Diagrammatic History. Douglas Rose/Capital Transport. ISBN 1-85414-219-4. The London Transport Executive takes over the Underground and the Greater London area bus network, reporting to the Greater London Council London Underground staff play a vital role in keeping London moving during the mourning period following the death of HM Queen Elizabeth IIThe 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: Electric Traction in 1935 has a photo showing the CSLR loco axle-drive motor that I haven't seen elsewhere. Underground Journeys: South Wimbledon". www.architecture.com. Royal Institute of British Architects. Archived from the original on 7 July 2011 . Retrieved 20 February 2011. London Underground becomes a wholly-owned subsidiary of TfL. A comprehensive plan follows to improve the Tube, refurbish hundreds of stations, upgrade lines to provide faster, more frequent and reliable services, install step-free access at many locations and entirely rebuild some central London stations too small to deal with the number of people passing through every day. A new Hammersmith Service Control Centre opens, improving reliability and customer information on sections of the Circle and Hammersmith & City lines