[104] This is still visible today when travelling on a southbound Metropolitan line service. It opened to the public on 10 January 1863 with gas-lit wooden carriages hauled by steam locomotives, the world's first passenger-carrying designated underground railway.[2]. [220] The suburbia of Metro-land is one locale of Julian Barnes' Bildungsroman novel Metroland, first published in 1980. Opposed, this time by the North London Railway, this bill was withdrawn. [72][73] By mid-1869 separate tracks had been laid between South Kensington and Brompton and from Kensington (High Street) to a junction with the line to West Brompton. This company was supported by the District and obtained parliamentary authority on 7 August 1874. [28][note 11], Board of Trade inspections took place in late December 1862 and early January 1863 to approve the railway for opening. [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. 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. [146], Meanwhile, the District had been building a line from Ealing to South Harrow and had authority for an extension to Uxbridge. The beautiful coaches of the GCR shamed the Metropolitan Railway into producing these "Dreadnought" coaches. 465", "Metropolitan Railway electric locomotive No. In 1874, frustrated City financiers formed the Metropolitan Inner Circle Completion Railway Company with the aim of finishing the route. [134] The Met protested before it was agreed that it would build the lines for the MS&LR's exclusive use. The line left the main line at St Paul's Road Junction, entering a double-track tunnel and joining the Widened Lines at Midland Junction.[55]. Off-peak, stations north of Moor Park were generally served by Marylebone trains. [25] The first trip over the whole line was in May 1862 with William Gladstone among the guests. Metropolitan Railway Coach Compartment. 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 [96], In April 1868, the Metropolitan & St John's Wood Railway (M&SJWR) opened a single-track railway in tunnel to Swiss Cottage from new platforms at Baker Street (called Baker Street East). [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. [9], The Bayswater, Paddington, and Holborn Bridge Railway Company was established to connect the Great Western Railway's (GWR's) Paddington station to Pearson's route at King's Cross. 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. 353, two Metropolitan 'Dreadnought' coaches (first No. The Dreadnought Stock; The Pullman Cars; Metropolitan Railway Saloon Coaches; Electrification & Rolling Stock Development; The 1905-7 Stock; . [124] Beyond Aylesbury to Verney Junction, the bridges were not strong enough for the Met's locomotives. The District suggested a separate entrance for the fish, but nothing was done. [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. [239] Four more were delivered in 1895 with condensing equipment; these were prohibited working south of Finchley Road. On the same day the Met extended some H&CR services over the ELR to New Cross, calling at new joint stations at Aldgate East and St Mary's. [135] When rebuilding bridges over the lines from Wembley Park to Harrow for the MS&LR, seeing a future need the Met quadrupled the line at the same time and the MS&LR requested exclusive use of two tracks. [97][98] There were intermediate stations at St John's Wood Road and Marlborough Road, both with crossing loops, and the line was worked by the Met with a train every 20 minutes. [250] No.1 ran in steam as part of the Met's 150th anniversary celebrations during 2013. It was soon found that A and B Classes could manage trains without difficulty and the 0-6-0Ts were sold to the Taff Vale Railway in 1873 and 1875. [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). First and third class accommodation was provided in open saloons, second class being withdrawn from the Met. [68], Starting as a branch from Praed Street junction, a short distance east of the Met's Paddington station, the western extension passed through fashionable districts in Bayswater, Notting Hill, and Kensington. [152][153], The GWR built a 6 MW power station at Park Royal and electrified the line between Paddington and Hammersmith and the branch from Latimer Road to Kensington (Addison Road). [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. The MS&LR wished these trains to also use the GWR route from Aylesbury via Princes Risborough into London, whereas the Met considered this was not covered by the agreement. They also prevented unused permissions acting as an indefinite block to other proposals. 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. May The Metropolitan Railway Dreadnought coaches introduced for longer journeys proved very successful. Former Met tracks and stations are used by the London Underground's Metropolitan, Circle, District, Hammersmith & City, Piccadilly, Jubilee and Victoria lines, and by Chiltern Railways and Great Northern. If you're modelling in 4mm, Radley Models do T Stock, Dreadnought, and MetroVic Bo-Bo kit. Contents 1 Biography 1.1 The Railway Series 2 Technical Details 2.1 Basis 2.2 Livery 3 Appearances 4 Gallery 4.1 The Railway Series 4.1.1 Main Series 4.1.2 Miscellaneous 4.2 Others 5 References Biography [127] Negotiations about the line between the GCR and the Met took several years and in 1906 it was agreed that two tracks from Canfield Place to Harrow would be leased to the GCR for 20,000 a year and the Metropolitan and Great Central Joint Railway was created, leasing the line from Harrow to Verney Junction and the Brill branch for 44,000 a year, the GCR guaranteeing to place at least 45,000 of traffic on the line. Roughly equivalent to 93,000,000 in 2016. [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. In 1885, the colour changed to a dark red known as Midcared, and this was to remain the standard colour, taken up as the colour for the Metropolitan line by London Transport in 1933. [21][22], The trench was 33feet 6inches (10.2m) wide, with brick retaining walls supporting an elliptical brick arch or iron girders spanning 28feet 6inches (8.7m). The plan was supported by the City, but the railway companies were not interested and the company struggled to proceed. 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. This dropped the City terminus and extended the route south from Farringdon to the General Post Office in St. Martin's Le Grand. [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. [170][32], The Great Northern & City Railway (GN&CR) was planned to allow trains to run from the GNR line at Finsbury Park directly into the City at Moorgate. 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. [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. The bill submitted by the City Terminus Company was rejected by Parliament, which meant that the North Metropolitan Railway would not be able to reach the City: to overcome this obstacle, the company took over the City Terminus Company and submitted a new bill in November 1853. In 1898, the MS&LR and the GWR jointly presented a bill to Parliament for a railway (the Great Western and Great Central Joint Railway) with short connecting branches from Grendon Underwood, north of Quainton Road, to Ashendon and from Northolt to Neasden. In 1910, the depot handled 11,400 long tons (11,600t), which rose to 25,100 long tons (25,500t) in 1915. [147] Wooden platforms the length of three cars opened at Ickenham on 25 September 1905, followed by similar simple structures at Eastcote and Rayners Lane on 26 May 1906. [123], The Met took over the A&BR on 1 July 1891[123] and a temporary platform at Aylesbury opened on 1 September 1892 with trains calling at Amersham, Great Missenden, Wendover and Stoke Mandeville. Initially, the District and the Met were closely associated and it was intended that they would soon merge. [231] Initially private contractors were used for road delivery, but from 1919 the Met employed its own hauliers. The Met maintained the line south of milepost 28.5 (south of Great Missenden), the GCR to the north. [197] During 19241925 the flat junction north of Harrow was replaced with a 1,200 feet (370m) long diveunder to separate Uxbridge and main-line trains. [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. [75][76], On Saturday 1 July 1871 an opening banquet was attended by Prime Minister William Gladstone, who was also a shareholder. In 1870, the directors were guilty of a breach of trust and were ordered to compensate the company. In 1925, a plan was developed for two new tube tunnels, large enough for the Met rolling stock that would join the extension line at a junction north of Kilburn & Brondesbury station and run beneath Kilburn High Street, Maida Vale and Edgware Road to Baker Street. [209] The early accounts are untrustworthy, but by the late 19th century it was paying a dividend of about 5 per cent. Other railway's goods depots had already opened near Farringdon on the Widened Lines. 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