metropolitan railway dreadnought coaches

[11] After successful lobbying, the company secured parliamentary approval under the name of the "North Metropolitan Railway" in mid-1853. [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. In Leinster Gardens, Bayswater, a faade of two five-storey houses was built at Nos. [75][76], On Saturday 1 July 1871 an opening banquet was attended by Prime Minister William Gladstone, who was also a shareholder. [23] The tunnels were wider at stations to accommodate the platforms. [note 23] A large contribution was made by authorities for substantial road and sewer improvements. Instead of connecting to the GWR's terminus, the Met built its own station at Bishop's Road parallel to Paddington station and to the north. This dropped the City terminus and extended the route south from Farringdon to the General Post Office in St. Martin's Le Grand. [175] Government control was relinquished on 15 August 1921. [221] A film based on the novel, also called Metroland, was released in 1997. [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. [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. Scottish Grand National Tips | Best Odds & Latest Free Bets In 1910, the depot handled 11,400 long tons (11,600t), which rose to 25,100 long tons (25,500t) in 1915. Compensation payments for property were much higher. [287], Between 1927 and 1933 multiple unit compartment stock was built by the Metropolitan Carriage and Wagon and Birmingham Railway Carriage and Wagon Co. for services from Baker Street and the City to Watford and Rickmansworth. [159][note 31], In 1908, Robert Selbie[note 32] was appointed General Manager, a position he held until 1930. [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). [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. After the London Passenger Transport Bill, aimed primarily at co-ordinating the small independent bus services,[212] was published on 13 March 1931, the Met spent 11,000 opposing it. [51], On 1 January 1866, LC&DR and GNR joint services from Blackfriars Bridge began operating via the Snow Hill tunnel under Smithfield market to Farringdon and northwards to the GNR. [66][67][note 19] [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. Extra trains required by the District were charged for and the District's share of the income dropped to about 40 per cent. 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). During the extension of the railway to Aldgate several hundred cartloads of bullocks' horn were discovered in a layer 20ft (6.1m) below the surface. [228] In 1913, the depot was reported above capacity, but after World War I motor road transport became an important competitor and by the late 1920s traffic had reduced to manageable levels. In 1801, approximately one million people lived in the area that is now, The route was to run from the south end of Westbourne Terrace, under Grand Junction Road (now Sussex Gardens), Southampton Road (now Old Marylebone Road) and New Road (now. [192] With a capacity of 125,000 spectators it was first used for the FA Cup Final on 28 April 1923 where the match was preceded by chaotic scenes as crowds in excess of capacity surged into the stadium. By 1864, the Met had taken delivery of its own stock, made by the Ashbury Railway Carriage & Iron Co., based on the GWR design but standard gauge. [43] This led to an 1897 Board of Trade report,[note 13] which reported that a pharmacist was treating people in distress after having travelled on the railway with his 'Metropolitan Mixture'. [241] To cope with the growing freight traffic on the extension line, the Met received four F Class (0-6-2) locomotives in 1901, similar to the E Class except for the wheel arrangement and without steam heat. The first section opened to the Great Eastern Railway's (GER's) recently opened terminus at Liverpool Street on 1 February 1875. [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. [278], The first order for electric multiple units was placed with Metropolitan Amalgamated in 1902 for 50 trailers and 20 motor cars with Westinghouse equipment, which ran as 6-car trains. [61] Following an agreement between the Met and the GWR, from 1865 the Met ran a standard-gauge service to Hammersmith and the GWR a broad-gauge service to Kensington. [83] In October 1872, to restore shareholders' confidence, Edward Watkin was appointed chairman and the directors were replaced. [127] In 1899, there were four mixed passenger and goods trains each way between Brill and Quainton Road. 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). [226], In 1909, the Met opened Vine Street goods depot near Farringdon with two sidings each seven wagons long and a regular service from West Hampstead. [62] Additional stations were opened at Westbourne Park (1866), Latimer Road (1868), Royal Oak (1871), Wood Lane (1908) and Goldhawk Road (1914). [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. Before construction had begun, a branch was proposed from a junction a short distance north of Swiss Cottage station running north for 1.5 kilometres (0.93mi) across mostly open countryside to Hampstead Village where the station was to be located east of the village centre. [150], Electric multiple units began running on 1 January 1905 and by 20 March all local services between Baker Street and Harrow were electric. This gave a better ride quality, steam heating, automatic vacuum brakes, electric lighting and upholstered seating in all classes. The timetable was arranged so that the fast train would leave Willesden Green just before a stopping service and arrived at Baker Street just behind the previous service. The beautiful coaches of the GCR shamed the Metropolitan Railway into producing these "Dreadnought" coaches. The chassis and body including underframe equipment are all one piece. [25], Construction was not without incident. [113] Authorised in 1885, double track from Rickmansworth was laid for 5 miles (8.0km), then single to Chesham. These were not permitted south of Finchley Road. [255] Initially the carriages were braked with wooden blocks operated by hand from the guards' compartments at the front and back of the train, giving off a distinctive smell. The takeover was authorised, but the new railway works were removed from the bill after opposition from City property owners. It was considered unreliable and not approved for full installation. Built in the late 1890s for the Metropolitan railway, this loco survived long enough to become London Transport's L44. [32][126], From Quainton Road, the Duke of Buckingham had built a 6.5-mile (10.5km) branch railway, the Brill Tramway. The tower became known as "Watkin's Folly" and was dismantled in 1907 after it was found to be tilting. [85][note 22], Due to the cost of land purchases, the Met's eastward extension from Moorgate Street was slow to progress and it had to obtain an extension of the Act's time limit in 1869. These were not fitted with the condensing equipment needed to work south of Finchley Road. [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. The Line initially had six cars and ran from Glisan Street, down second. [274], After electrification, the outer suburban routes were worked with carriage stock hauled from Baker Street by an electric locomotive that was exchanged for a steam locomotive en route. [note 5] Initially, with the Crimean War under way, the Met found it hard to raise the capital. Roughly equivalent to 93,000,000 in 2016. 1 (LT L44) at the Buckinghamshire Railway Centre. 1, damaged in an accident. Time limits were included in such legislation to encourage the railway company to complete the construction of its line as quickly as possible. [94][32] Joint stations opened on the circle line at Cannon Street, Eastcheap (Monument from 1 November 1884) and Mark Lane. [261] By May 1893, following an order by the Board of Trade, automatic vacuum brakes had been fitted to all carriages and locomotives. [267] Electric lighting had replaced the gas by 1917 and electric heaters were added in 1922 to provide warmth when hauled by an electric locomotive. [90][91] The company struggled to raise the funding and an extension of time was granted in 1876. 12 "Sarah Siddons" has been used for heritage events, and ran during the Met's 150th anniversary celebrations. 509 Keighley 27/06/08. It had been planned to convert all Dreadnought coaches to electric stock, but plans to electrify complete . 509 and brake No. 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. [60] In August 1872, the GWR Addison Road service was extended over the District Railway via Earl's Court to Mansion House. Between 1898 and 1900 54 "Ashbury" coaches were built for the MET as steam hauled stock. In 1867, the H&CR became jointly owned by the two companies. 509 'Dreadnought' 7-compartment First built 1923. [37] Eighteen were ordered in 1864, initially carrying names,[234] and by 1870 40 had been built. Concerned that Parliament might reconsider the unique position the Met held, the railway company sought legal advice, which was that the Met had authority to hold land, but had none to develop it. [284], From 1906, some of the Ashbury bogie stock was converted into multiple units by fitting cabs, control equipment and motors. The following Monday, Mansion House opened and the District began running its own trains. [267] Two rakes were formed with a Pullman coach that provided a buffet service for a supplementary fare. 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. [9][13] Royal assent was granted to the North Metropolitan Railway Act on 7 August 1854. As a result, it developed not only passenger services, both . [262] A Jubilee Stock first class carriage was restored to carry passengers during the Met's 150th anniversary celebrations. [281] For the joint Hammersmith & City line service, the Met and the GWR purchased 20 6-cars trains with Thomson-Houston equipment. The Met connected to the GWR's tracks beyond Bishop's Road station. [12] The company's name was also to be changed again, to Metropolitan Railway. [223] Goods for London were initially handled at Willesden, with delivery by road[224] or by transfer to the Midland. Birmingham Railway Carriage and Wagon Co. "Suburbia that inspired Sir John Betjeman to get heritage protection", "Metropolitan Railway A class 4-4-0T steam locomotive No. [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. [50] By 1864 the Met had sufficient carriages and locomotives to run its own trains and increase the frequency to six trains an hour. [209][182], In 1913, the Met had refused a merger proposal made by the UERL and it remained stubbornly independent under the leadership of Robert Selbie. [151] The use of six-car trains was considered wasteful on the lightly used line to Uxbridge and in running an off-peak three-car shuttle to Harrow the Met aroused the displeasure of the Board of Trade for using a motor car to propel two trailers. During construction the Railways Act 1921 meant that in 1923 the London and North Eastern Railway (LNER) replaced the GCR. These were introduced on the Circle. To reduce smoke underground, at first coke was burnt, changed in 1869 to smokeless Welsh coal. The GWR used eight-wheeled compartment carriages constructed from teak. The Met's Tower of London station closed on 12 October 1884 after the District refused to sell tickets to the station. [93] Two contracts to build joint lines were placed, from Mansion House to the Tower in 1882 and from the circle north of Aldgate to Whitechapel with a curve onto the ELR in 1883. [231] Initially private contractors were used for road delivery, but from 1919 the Met employed its own hauliers. [290], This article is about the historic railway from 1863 to 1933. [note 40] Trains were electrically hauled with a maximum length of 14 wagons and restricted to 250 long tons (254t) inwards and 225 long tons (229t) on the return. [216][note 39]. Charles Pearson, Solicitor to the City, was a leading promoter of several schemes and in 1846 proposed a central railway station to be used by multiple railway companies. [124] Beyond Aylesbury to Verney Junction, the bridges were not strong enough for the Met's locomotives. The intermediate station at Kingsbury Neasden (now Neasden) was opened the same day. More recently, it hauled the steam trains on the circle line earlier this year celebrating 150 years of the London Underground. [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. [9][note 4] A bill was published in November 1852[10] and in January 1853 the directors held their first meeting and appointed John Fowler as its engineer. 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. This is Fulton Park. [195] A possible route was surveyed in 1906 and a bill deposited in 1912 seeking authority for a joint Met & GCR line from Rickmansworth to Watford town centre that would cross Cassiobury Park on an embankment. Eventually the UERL controlled all the underground railways except the Met and the Waterloo & City and introduced station name boards with a red disc and a blue bar. There were suggestions that Baker Street could be used as the London terminus, but by 18911892 the MS&LR had concluded it needed its own station and goods facilities in the Marylebone area. [220] The suburbia of Metro-land is one locale of Julian Barnes' Bildungsroman novel Metroland, first published in 1980. [173] The City Widened Lines assumed major strategic importance as a link between the channel ports and the main lines to the north, used by troop movements and freight. 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 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. Both companies promoted and obtained an Act of Parliament in 1879 for the extension and link to the ELR, the Act also ensuring future co-operation by allowing both companies access to the whole circle. July 13.Idam 1157 tons, J. Sheddings, from Liverpool March 25th, with four hundred and sixtyeight Government immigrants in the steerage; R. Allsopp, Esq., surgeon superintendent. Special features which can be found on them are the unusually wide footboards and the curved tops to the doors, reducing the risk of damage if accidentally opened in tunnels. This was to make seven 8-coach trains, and included additional trailers to increase the length of the previous 'MW' batch trains to eight coaches. 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. [273] In 1910, two motor cars were modified with driving cabs at both ends. To ensure adequate ventilation, most of the line was in cutting except for a 421-yard (385m) tunnel under Campden Hill. [111] Two years later, the single-track tunnel between Baker Street and Swiss Cottage was duplicated and the M&SJWR was absorbed by the Met. There were suggestions of the Met buying the line and it took over operations in November 1899,[128] renting the line for 600 a year. The new locomotives were built in 19221923 and named after famous London residents. [35], Initially the railway was worked by GWR broad-gauge Metropolitan Class steam locomotives and rolling stock. Buckinghamshire Railway Centre Stockbook 3. 0 faves The Met became the Metropolitan line of London Transport, the Brill branch closing in 1935, followed by the line from Quainton Road to Verney Junction in 1936. [26], Trial runs were carried out from November 1861 while construction was still under way. [193] A national sports arena, Wembley Stadium was built on the site of Watkin's Tower. 5, "John Hampden", 1922", "Metropolitan Railway electric stock trailer carriage, 1904", "The Metropolitan and Metropolitan District Railways. 465", "Metropolitan Railway electric locomotive No. [133], Watkin was also director of the Manchester, Sheffield and Lincolnshire Railway (MS&LR) and had plans for a 99-mile (159km) London extension to join the Met just north of Aylesbury. [225] The arrival of the GCR gave connections to the north at Quainton Road and south via Neasden, Acton and Kew. The report recommended more openings be authorised but the line was electrified before these were built. In the early 1870s, passenger numbers were low and the M&SJWR was looking to extend the line to generate new traffic. In 1894, the Met and GWR joint station at Aylesbury opened. From 1925 to 1934 these vehicles were used between Watford and Rickmansworth. [143] Electrification had been considered by the Met as early as the 1880s, but such a method of traction was still in its infancy, and agreement would be needed with the District because of the shared ownership of the Inner Circle. [192] The Met exhibited an electric multiple unit car in 1924, which returned the following year with electric locomotive No. Permission was sought to connect to the London and North Western Railway (LNWR) at Euston and to the Great Northern Railway (GNR) at King's Cross, the latter by hoists and lifts. Chiltern Court became one of the most prestigious addresses in London. During the night of 5 July 1870 the District secretly built the disputed Cromwell curve connecting Brompton and Kensington (High Street). In the 1926 Metro-land edition, the Met boasted that that had carried 152,000 passengers to Wembley Park on that day. Following discussions between the Duke and Watkin it was agreed that this line would be extended south to meet the Met at Harrow and permission for this extension was granted in 1874[108][note 29] and Watkin joined the board of the A&BR in 1875. New Metropolitan Railway Dreadnought Coaches | District Dave's London Underground Site The Administration team are: Dstock7080, londonstuff, tom, rincew1nd and whistlekiller2000, The Moderator team are: antharro, Dom K, goldenarrow, metman and superteacher. They had four 300hp (220kW) motors, totalling 1,200hp (890kW) (one-hour rating), giving a top speed of 65mph (105km/h). [4] By 1850 there were seven railway termini around the urban centre of London: London Bridge and Waterloo to the south, Shoreditch and Fenchurch Street to the east, Euston and King's Cross to the north, and Paddington to the west. [70] Construction of the District proceeded in parallel with the work on the Met and it too passed through expensive areas. Nearly one hundred "Dreadnoughts" were built between 1910 and 1923. In May 1861, the excavation collapsed at Euston causing considerable damage to the neighbouring buildings. 336. Struggling under the burden of its very high construction costs, the District was unable to continue with the remainder of the original scheme to reach Tower Hill and made a final extension of its line just one station east from Blackfriars to a previously unplanned City terminus at Mansion House. 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