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: The Euston to Moorgate section reopened on 20 April 1924, along with the new tunnels linking Euston to Camden Town. [68] The rest of the line to Clapham Common reopened on 1 December 1924. [68] At the same time as the tunnels were being enlarged, the stations were modernised, with longer platforms, a new tiling scheme on platform and passageway walls and new frontages to the surface buildings. Some stations also received escalators to replace the original lifts. 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. A separate bill was published at the same time by the London Electric Railway Co (LER, a company formed by the UERL in 1910 through a merger of the BS&WR, GNP&BR and CCE&HR), which included plans to construct tunnels to connect the C&SLR at Euston to the CCE&HR's station at Camden Town. Together, the works proposed in these bills would enable the CCE&HR's trains to run over the C&SLR's route and vice versa, effectively combining the two separate railways. During World War I, the BS&WR was extended from Paddington to Watford Junction. Post war; extensions of the CLR from Wood Lane to Ealing Broadway (1920) and the CCE&HR from Golders Green to Edgware (1923/1924) were opened.

London Overground Clapham Junction to Surrey Quays". Transport for London. n.d . Retrieved 4 July 2012. At the same time, the LER also bought the Central London Railway, swapping one of its shares for one of the Central's. The bill received Royal Assent as the City of London and Southwark Subway Act, 1884 on 28 July 1884. Section 5 of the Act stated: "The works authorised by this Act are as follows:- A subway commencing ... near ... Short Street at the ... junction ... with Newington Butts and terminating at King William Street ...The subway shall consist of two tubes for separate up and down traffic and shall be approached by means of staircases and by hydraulic lifts." 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. [76] 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. [77] 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. [78] For a history of the line after 1933 see Northern line Legacy [ ]In an effort to improve their collective situations, most of the underground railways in London; the C&SLR, the CLR, the Great Northern and City Railway and the Underground Electric Railways Company of London Limited (UERL, which operated the Baker Street & Waterloo Railway (BS&WR), the Great Northern, Piccadilly and Brompton Railway (GNP&BR), the CCE&HR and the MDR) began, from 1907, to introduce fare agreements. By having a virtual monopoly of bus services, the LGOC was able to make large profits and pay dividends far higher than the underground railways ever had. In 1911, the year before its take-over by the Underground Group, the dividend had been 18 per cent [72] This is King William Street station, and it’s currently serving a useful function as part of the Bank station upgrade project, which I wrote about last week. East London Line Extensions – Loughborough Junction". AlwaysTouchOut. 9 November 2006 . Retrieved 3 November 2007.

The original service was operated by trains composed of an engine and three carriages. Thirty two passengers could be accommodated in each carriage, which was provided with longitudinal bench seating and sliding doors at the ends, leading onto a platform from which they could board and alight. Shortly before it opened to the public, the C&SLR gave notice of its intention to submit another private bill to Parliament, to construct a new line from its northern terminus at King William Street towards Islington. [27] Because of 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 bill was rejected on the grounds that the extension failed to make a connection to the existing line. [28] In November 1891, the C&SLR published details of a revised bill for the extension to Islington. [29] The company had recognised the deficiencies of its King William Street station and, just a year after the line had opened, planned to construct a new pair of tunnels to bypass the problematic northern section. The City and South London Railway ( C&SLR) was the first successful deep-level underground "tube" railway in the world, [1] [note 1] [note 2] and the first major railway to use electric traction. The railway was originally intended for cable-hauled trains, but owing to the bankruptcy of the cable contractor during construction, a system of electric traction using electric locomotives—an experimental technology at the time—was chosen instead. The City & South London Railway of London, England, which has been closed in parts for about 2 years during the work of enlarging its tubular tunnels, was reopened for traffic on Dec. 1, 1924, throughout its entire length of more than 7 miles. At the same time joint services were established with the Charing Cross & Hampstead Railway via the new junction between the two lines at Chalk Farm, through trains being run from the City & South London line to Highgate on one branch and to Hampstead and Edgware on the other.

Abellio greater anglia map

The Euston to Moorgate section reopened on 20 April 1924, along with the new tunnels linking Euston to Camden Town. The rest of the line to Clapham Common reopened on 1 December 1924.

London Underground takes over the Waterloo & City line and responsibility for the stations on the Wimbledon branch of the District line from Putney Bridge to Wimbledon Park The London Overground also runs on this line as part of the Clapham Junction – Dalston Junction / Highbury & Islington service. Trains also call at Wandsworth Road and Clapham High Street stations.an extension of time for the 1893 Act and changes to the construction of Bank station. [35] Approved as the City and South London Railway Act, 1896 on 14 August 1896. [36] Construction of the two authorised extensions was delayed while funds were raised and plans were finalised. Between 1895 and 1898, three further bills were put before Parliament to keep the permissions alive and obtain additional approvals: Rose, Douglas (1999). The London Underground, A Diagrammatic History. Douglas Rose/Capital Transport. ISBN 1-85414-219-4. The northern section of the C&SLR between Euston and Moorgate was closed from 8 August 1922, but the rest of the line remained open with enlargement works taking place at night. During the early 1920s, a series of works was carried out to connect the C&SLR and CCE&HR tunnels to enable an integrated service to be operated. The first of these new tunnels, between the C&SLR's Euston station and the CCE&HR's station at Camden Town, had originally been planned in 1912 [16] but had been delayed by World War I. The second connection linked the CCE&HR's Embankment and C&SLR's Kennington stations and provided a new intermediate station at Waterloo to connect to the main line station there and the Bakerloo line. The smaller-diameter tunnels of the C&SLR were expanded to match the standard diameter of the CCE&HR and the other deep tube lines.

The bill was enacted as the City and South London Railway Act, 1923 on 2 August 1923. Parallel negotiations with the Southern Railway over the proposals curtailed the extension at Morden where a large new depot was also constructed. The Morden extension opened on 13 September 1926, with stations designed by Charles Holden at: Clapham South, Balham (opened on 6 December 1926), Trinity Road (Tooting Bec), Tooting Broadway, Colliers Wood, South Wimbledon and Morden LBSCR passenger service began 13 August 1866 between Loughborough Park and London Bridge. It was extended to Victoria on 1 May 1867.The Northern line is extended to Battersea Power Station and Nine Elms - the first major Tube extension this century Work to install new signalling and control system begins on the Circle, District, Hammersmith & City and Metropolitan lines - the Four Lines Modernisation (4LM) project Closed for major reconstruction works, including wider tunnels [4], before its merger with another of the Group's railways.