Просмотр кода страницы Английская Википедия:Central London Railway

{{Английская Википедия/Панель перехода}}
{{Short description|Underground railway company in London}}
{{Use dmy dates|date=January 2023}}
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[[File:Central London Railway.png|thumb|436px|Geographic route map of the Central London Railway|alt=Route diagram showing the railway as a red line running from Ealing Broadway at left to Liverpool Street at right]]The '''Central London Railway''' ('''CLR'''), also known as the '''Twopenny Tube''', was a deep-level, underground "tube" railway<ref name="tubedefinition" group="note">A "tube" railway is an underground railway constructed in a cylindrical tunnel by the use of a [[tunnelling shield]], usually deep below ground level.  Contrast "[[Tunnel#Construction|cut and cover]]" tunnelling.</ref> that opened in [[London]] in 1900. The CLR's tunnels and stations form the central section of the [[London Underground]]'s [[Central line (London Underground)|Central line]].

The railway company was established in 1889, funding for construction was obtained in 1895 through a syndicate of financiers and work took place from 1896 to 1900. When opened, the CLR served 13 stations and ran completely underground in a pair of tunnels for {{convert|9.14|km|mi|2}} between its western terminus at [[Shepherd's Bush]] and its eastern terminus at the [[Bank of England]], with a depot and power station to the north of the western terminus.<ref name="dist">Length of line calculated from distances given at {{cite web | title = Clive's Underground Line Guides, Central line, Layout| publisher = Clive D. W. Feathers| url = http://www.davros.org/rail/culg/central.html#layout| access-date=30 March 2010}}</ref> After a rejected proposal to turn the line into a loop, it was extended at the western end to [[Wood Lane]] in 1908 and at the eastern end to [[Liverpool Street station]] in 1912. In 1920, it was extended along a [[Great Western Railway]] line to [[Ealing]] to serve a total distance of {{convert|17.57|km|mi|2}}.<ref name="dist"/>

After initially making good returns for investors, the CLR suffered a decline in passenger numbers due to increased competition from other underground railway lines and new motorised buses. In 1913, it was taken over by the [[Underground Electric Railways Company of London]] (UERL), operator of the majority of London's underground railways. In 1933 the CLR was taken into [[public ownership]] along with the UERL.

==Establishment==

===Origin, 1889–1892===
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[[File:Central London Railway 1889.png|thumb|255px|Rejected route proposed in 1889|alt=Route diagram showing the railway running from Queen's Road at left to King William Street at right]]

In November 1889, the CLR published a notice of a [[Local and personal acts of Parliament in the United Kingdom|private bill]] that would be presented to [[Parliament of the United Kingdom|Parliament]] for the 1890 [[parliamentary session]].<ref>{{London Gazette |date=26 November 1889 |issue=25996 |pages=6640–6642}}</ref> The bill proposed an underground electric railway running from the junction of Queen's Road (now [[Queensway (London)|Queensway]]) and [[Bayswater Road]] in [[Bayswater]] to [[King William Street (London)|King William Street]] in the [[City of London]] with a connection to the then-under construction, [[City and South London Railway]] (C&SLR) at Arthur Street West. The CLR was to run in a pair of tunnels under Bayswater Road, [[Oxford Street]], [[Oxford Street|New Oxford Street]], [[High Holborn]], Holborn, [[Holborn Viaduct]], [[Newgate|Newgate Street]], [[Cheapside]], and Poultry. Stations were planned at Queen's Road, Stanhope Terrace, [[Marble Arch]], [[Oxford Circus]], [[Tottenham Court Road]], [[Southampton Row]], [[Holborn Circus]], [[St. Martin's Le Grand]] and King William Street.{{sfn|Badsey-Ellis|2005|p=43}}

The tunnels were to be {{convert|11|ft|m|2}} in diameter, constructed with a [[tunnelling shield]], and would be lined with cast iron segments. At stations, the tunnel diameter would be {{convert|22|ft|m|2}} or {{convert|29|ft|m|2}} depending on layout. A depot and power station were to be constructed on a {{convert|1.5|acre|ha|adj=on}} site on the west side of Queen's Road. Hydraulic lifts from the street to the platforms were to be provided at each station.{{sfn|Badsey-Ellis|2005|p=44}}

The proposals faced strong objections from the [[Metropolitan Railway|Metropolitan]] and [[District Railway|District]] railways (MR and DR) whose routes on the Inner Circle,<ref group="note">The Inner Circle (now the [[Circle line (London Underground)|Circle line]]) was a sub-surface loop line operated jointly by the MR and the DR.</ref> to the north and the south respectively, the CLR route paralleled; and from which the new line was expected to take passengers. The [[City of London Corporation|City Corporation]] also objected, concerned about potential damage to buildings close to the route caused by [[subsidence]] as was experienced during the construction of the C&SLR. The [[St Paul's Cathedral|Dean and Chapter of St Paul's Cathedral]] objected, concerned about the risks of undermining the cathedral's foundations. [[Joseph Bazalgette|Sir Joseph Bazalgette]] objected that the tunnels would damage the city's sewer system. The bill was approved by the [[House of Commons of the United Kingdom|House of Commons]], but was rejected by the [[House of Lords]], which recommended that any decision be postponed until after the C&SLR had opened and its operation could be assessed.{{sfn|Badsey-Ellis|2005|pp=44–45}}

[[File:Central London Railway 1891.png|thumb|291px|left|Route approved in 1891|alt=Route diagram showing the railway running from Shepherd's Bush at left to Cornhill at right]]

{{anchor|Central London Railway Act 1891|Central London Railway Act 1892}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1891
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for incorporating the Central London Railway Company and for empowering them to construct underground railways from Shepherd's Bush to the City of London and for other purposes.
| year                  = 1891
| citation              = [[54 & 55 Vict.]] c. cxcvi
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 5 August 1891
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/54-55/196/pdfs/ukla_18910196_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1892
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1892
| citation              = [[55 & 56 Vict.]] c. ccxli
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 28 June 1892
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
In November 1890, with the C&SLR about to start operating, the CLR announced a new bill for the 1891 parliamentary session.<ref>{{London Gazette |date=25 November 1890 |issue=26109 |pages=6570–6572}}</ref> The route was extended at the western end to run under Notting Hill High Street (now [[Notting Hill Gate]]) and [[Holland Park Avenue]] to end at the eastern corner of [[Shepherd's Bush|Shepherd's Bush Green]], with the depot and power station site relocated to be north of the terminus on the east side of [[Wood Lane]]. The westward extension of the route was inspired by the route of abandoned plans for the London Central Subway, a sub-surface railway that was briefly proposed in early 1890 to run directly below the roadway on a similar route to the CLR.{{sfn|Badsey-Ellis|2005|p=47}} The eastern terminus was changed to [[Cornhill, London|Cornhill]] and the proposed Southampton Row station was replaced by one in [[Bloomsbury]]. Intermediate stations were added at Lansdowne Road, [[Notting Hill Gate]], Davies Street (which the CLR planned to extend northwards to meet Oxford Street) and at [[Chancery Lane]].{{sfn|Day|Reed|2008|p=52}} The earlier plan to connect to the C&SLR was dropped and the diameter of the CLR's tunnels was increased to {{convert|11|ft|6|in|m|2}}.{{sfn|Badsey-Ellis|2005|p=47}} This time the bill was approved by both Houses of Parliament and received [[royal assent]] on {{Nowrap|5 August}} 1891 as the Central London Railway Act 1891 ([[54 & 55 Vict.]] c. cxcvi).<ref>{{London Gazette |date=7 August 1891 |issue=26190 |page=4245}}</ref> In November 1891, the CLR publicised another bill. The eastern end of the line was re-routed north-east and extended to end under the [[Great Eastern Railway|Great Eastern Railway's]] (GER's) terminus at [[Liverpool Street station]] with the Cornhill terminus dropped and a new station proposed at the [[Royal Exchange, London|Royal Exchange]].<ref>{{London Gazette |date=27 November 1891 |issue=26227 |pages=6506–6507}}</ref> The proposals received assent as the Central London Railway Act 1892 ([[55 & 56 Vict.]] c. ccxli) on {{Nowrap|28 June}} 1892.<ref>{{London Gazette |date=1 July 1892 |issue=26303 |pages=3810–3811}}</ref>

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[[File:Central London Railway 1892.png|thumb|306px|Route approved in 1892|alt=Route diagram showing the railway running from Shepherd's Bush at left to Liverpool Street at right]]

The money to build the CLR was obtained through a [[Syndicate#Finance syndicates|syndicate]] of financiers including [[Ernest Cassel]], Henry Oppenheim, [[Darius Ogden Mills]], and members of the [[Rothschild banking family of England|Rothschild family]].{{sfn|Wolmar|2005|pp=147–148}} On {{Nowrap|22 March}} 1894, the syndicate incorporated a contractor to construct the railway, the Electric Traction Company Limited (ETCL), which agreed a construction cost of £2,544,000 (approximately £{{Formatprice|{{Inflation|UK|2544000|1894|r=-4}}|0}} today){{Inflation-fn|UK}} plus £700,000 in 4&nbsp;per cent [[debenture stock]].{{sfn|Bruce|Croome|2006|p=5}} When the syndicate offered 285,000 CLR company [[share (finance)|shares]] for sale at £10 each in June 1895,{{sfn|Bruce|Croome|2006|p=5}} only 14&nbsp;per cent was bought by the British public, which was cautious of such investments following failures of similar railway schemes.{{sfn|Wolmar|2005|p=147}} Some shares were sold in Europe and the United States, but the unsold remainder was bought by members of the syndicate or by the ETCL.{{sfn|Bruce|Croome|2006|p=5}}

===Construction, 1896–1900===
To design the railway, the CLR employed the engineers [[James Henry Greathead]], [[Sir John Fowler, 1st Baronet|Sir John Fowler]], and [[Benjamin Baker (engineer)|Sir Benjamin Baker]].{{sfn|Day|Reed|2008|p=52}} Greathead had been the engineer for the [[Tower Subway]] and the C&SLR, and had developed the [[tunnelling shield]] used to excavate those companies' tunnels under the [[River Thames]]. Fowler had been the engineer on the Metropolitan Railway, the world's first underground railway opened in 1863, and Baker had worked on New York's elevated railways and on the [[Forth Railway Bridge]] with Fowler. Greathead died shortly after work began and was replaced by [[Basil Mott]], his assistant during the construction of the C&SLR.{{sfn|Day|Reed|2008|p=52}}

[[File:Oxford Circus tube station - Central Line Entrance.jpg|thumb|250px|left|[[Oxford Circus tube station|Oxford Circus]] station, an example of the [[Harry Bell Measures]] design used for the CLR's stations|alt=A corner view showing both elevations of a beige terracotta building. The ground floor includes exits from the station and the upper storeys feature a combined brick and terracotta elevation.]]

{{anchor|Central London Railway Act 1894}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1894
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to extend the time for the purchase of lands for and for the completion of the Central London Railway and for other purposes.
| year                  = 1894
| citation              = [[57 & 58 Vict.]] c. lvii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 3 July 1894
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/57-58/57/pdfs/ukla_18940057_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
Like most legislation of its kind, the Central London Railway Act 1891 imposed a time limit for the [[Eminent domain|compulsory purchase]] of land and the raising of capital.<ref group="note">Time limits were included in such legislation to encourage the railway company to complete the construction of its line as quickly as possible. They also prevented unused permissions acting as an indefinite block to other proposals.</ref> The original date specified for completion of construction was the end of 1896, but the time required to raise the finance and purchase station sites meant that construction had not begun by the start of that year. To give itself extra time, the CLR had obtained an extension of time to 1899 by the Central London Railway Act 1894 ([[57 & 58 Vict.]] c. lvii).{{sfn|Bruce|Croome|2006|p=7}}<ref>{{London Gazette |date= 6 July 1894 |issue=26529 |page=3872}}</ref> Construction works were let by the ETCL as three [[sub-contract]]s: Shepherd's Bush to Marble Arch, Marble Arch to St Martin's Le Grand and St Martin's Le Grand to Bank. Work began with demolition of buildings at the Chancery Lane site in April 1896 and construction shafts were started at Chancery Lane, Shepherd's Bush, Stanhope Terrace and Bloomsbury in August and September 1896.{{sfn|Bruce|Croome|2006|p=6}}

Negotiations with the GER for the works under Liverpool Street station were unsuccessful, and the final section beyond Bank was only constructed for a short distance as sidings. To minimise the risk of subsidence, the routing of the tunnels followed the roads on the surface and avoided passing under buildings. Usually the tunnels were bored side by side {{convert|60|-|110|ft|m}} below the surface, but where a road was too narrow to allow this, the tunnels were aligned one above the other, so that a number of stations have platforms at different levels.{{sfn|Day|Reed|2008|pp=52–54}} To assist with the deceleration of trains arriving at stations and the acceleration of trains leaving, station tunnels were located at the tops of slight inclines.{{sfn|Wolmar|2005|p=148}}

{{anchor|Central London Railway Act 1899}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1899
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1899
| citation              = [[62 & 63 Vict.]] c. clxxxv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
Tunnelling was completed by the end of 1898,{{sfn|Wolmar|2005|p=149}} and, because a planned concrete lining to the cast iron tunnel rings was not installed, the internal diameter of the tunnels was generally {{convert|11|ft|8.25|in|m|2}}.{{sfn|Day|Reed|2008|pp=52–54}} For Bank station, the CLR negotiated permission with the City Corporation to construct its ticket hall beneath a steel framework under the roadway and pavements at the junction of [[Threadneedle Street]] and Cornhill. This involved diverting pipework and cables into ducts beneath the subways linking the ticket hall to the street.{{sfn|Day|Reed|2008|pp=52–54}} Delays on this work were so costly that they nearly bankrupted the company.{{sfn|Bruce|Croome|2006|p=6}} A further extension of time to 1900 was obtained through the Central London Railway Act 1899 ([[62 & 63 Vict.]] c. clxxxv).{{sfn|Bruce|Croome|2006|p=7}}<ref>{{London Gazette |date=4 August 1899 |issue=27105 |pages=4833–4834}}</ref>

Apart from Bank, which was completely below ground, all stations had buildings designed by [[Harry Bell Measures]]. They were single-storey structures to allow for future commercial development above and had elevations faced in beige [[architectural terracotta|terracotta]]. Each station had [[elevator|lifts]] manufactured by the [[Frank J. Sprague|Sprague Electric Company]] in New York. The lifts were provided in a variety of sizes and configurations to suit the passenger flow at each station. Generally they operated in sets of two or three in a shared shaft.{{sfn|Bruce|Croome|2006|p=14}} Station tunnel walls were finished in plain white ceramic tiles and lit by electric [[arc lamps]].{{sfn|Bruce|Croome|2006|p=13}} The electricity to run the trains and the stations was supplied from the power station at Wood Lane at 5,000[[Volt|V]] [[Alternating current|AC]] which was converted at [[electrical substation|sub-stations]] along the route to 550V [[Direct current|DC]] to power the trains via a [[third rail]] system.{{sfn|Day|Reed|2008|p=56}}
{{clear left}}

==Opening==
[[File:Central London (Tube) Railway Poster, 1905.png|upright|thumb|Central London Railway poster extolling the railway's ease of use, 1905|alt=A poster titled "Central London (Tube) Railway" with the sub-title "Take The Twopenny Tube And Avoid All Anxiety". It shows, in a series of illustrated panels, the ease with which passengers (in Edwardian dress) may purchase tickets, hand them in to the ticket collector, use the lift, board the train and the travel quickly to their destination. The railway's route from Shepherd's Bush to Bank is indicated in a simple line map.]]
The official opening of the CLR by the [[Edward VII|Prince of Wales]] took place on {{Nowrap|27 June}} 1900, one day before the time limit of the 1899 Act,{{sfn|Bruce|Croome|2006|p=7}} although the line did not open to the public until {{Nowrap|30 July}} 1900.{{sfn|Day|Reed|2008|p=56}}{{refn|A commemorative plaque of the opening was installed at Bank station and listed the directors as [[Henry Oakley|Sir Henry Oakley]] (chairman), [[Charles Colville, 1st Viscount Colville of Culross|Lord Colville of Culross]], [[Francis Knollys, 1st Viscount Knollys|Sir Francis Knollys]], Algernon H Mills, [[David Plunket, 1st Baron Rathmore|Lord Rathmore]] and [[Henry Tennant (railway administrator)|Henry Tennant]].<ref>{{cite web|url=http://www.ltmcollection.org/photos/photo/photo.html?_IXSR_=pzCyEBoZdCb&_IXMAXHITS_=1&IXinv=1998/41282&IXsummary=results/results&IXsearch=1998/41282&IXsort=date-sort&_IXFIRST_=1|work=[[London Transport Museum]]|title=Photograph 1998/41282|publisher=[[Transport for London]]|access-date=2 April 2010}}</ref>|name=note4|group=note}} The railway had stations at:{{sfn|Rose|1999}}
* [[Shepherd's Bush tube station|Shepherd's Bush]]
* [[Holland Park tube station|Holland Park]]
* [[Notting Hill Gate tube station|Notting Hill Gate]]
* [[Queensway tube station|Queen's Road]] (now Queensway){{sfn|Rose|1999}}
* [[Lancaster Gate tube station|Lancaster Gate]]
* [[Marble Arch tube station|Marble Arch]]
* [[Bond Street tube station|Bond Street]] (opened {{Nowrap|24 September}} 1900){{sfn|Rose|1999}}
* [[Oxford Circus tube station|Oxford Circus]]
* [[Tottenham Court Road tube station|Tottenham Court Road]]
* [[British Museum tube station|British Museum]] (closed 1933){{sfn|Rose|1999}}
* [[Chancery Lane tube station|Chancery Lane]]
* [[St Paul's tube station|Post Office]] (now St. Paul's){{sfn|Rose|1999}}
* [[Bank–Monument station|Bank]]

The CLR charged a flat fare of two [[Penny (British pre-decimal coin)|pence]] for a journey between any two stations, leading the ''[[Daily Mail]]'' to give the railway the nickname of the ''Twopenny Tube'' in August 1900.{{sfn|Wolmar|2005|p=154}} The service was very popular, and, by the end of 1900, the railway had carried 14,916,922 passengers.{{sfn|Bruce|Croome|2006|p=9}} By attracting passengers from the bus services along its route and from the slower, steam-hauled, MR and DR services, the CLR achieved passenger numbers around {{Nowrap|45 million}} per year in the first few years of operation,{{sfn|Wolmar|2005|p=154}} generating a high [[revenue|turnover]] that was more than twice the [[Operating expenses|expenses]]. From 1900 to 1905, the company paid a [[dividend]] of 4 per cent to investors.{{sfn|Wolmar|2005|p=156}}

==Rolling stock==
{{multiple image | align= right| direction = vertical | width1 = 250 | image1 = Central London Railway locomotive.png | alt1 = a large electric locomotive sits at a dimly lit platform underground with carriages behind. The cap-wearing driver and his assistant pose for the camera at the controls. Other staff are visible along the platform. | caption1 = Original CLR locomotive with gate stock carriages behind | width2 = 250 |image2 = Central London Railway 1903 stock motor car.png | alt2 = A train pulled by a driving motor car arrives at a station with the driver in view at the controls. Passengers waiting on the platform in Edwardian dress cast long shadows in the brightly lit station. | caption2 = 1903 driving motor car heading a train at Bank station }}

Greathead had originally planned for the trains to be hauled by a pair of small electric locomotives, one at each end of a train, but the [[Board of Trade]] rejected this proposal and a larger locomotive was designed which was able to pull up to seven carriages on its own. Twenty-eight locomotives were manufactured in America by the [[General Electric|General Electric Company]] (of which syndicate member Darius Ogden Mills was a director) and assembled in the Wood Lane depot.{{sfn|Bruce|Croome|2006|p=10}}{{refn|After arriving at the London Docks, the locomotives were taken along the river by barge to Chelsea and from there to the depot. One of the barges sank on the way, but the disassembled locomotive was salvaged and was put into use with the others.{{sfn|Bruce|Croome|2006|p=10}}|name=note5|group=note}} A [[London Underground 1900/1903 Stock|fleet of 168 carriages]] was manufactured by the [[Ashbury Railway Carriage and Iron Company Ltd|Ashbury Railway Carriage and Iron Company]] and the [[Brush Traction|Brush Electrical Engineering Company]]. Passengers boarded and left the trains through folding lattice gates at each end of the carriages; these gates were operated by guards who rode on an outside platform.{{sfn|Day|Reed|2008|p=54}}{{refn|A train originally required a crew of eight to operate: driver and assistant, front and rear guards and four gatemen.{{sfn|Bruce|Croome|2006|p=18}}|name=note6|group=note}} The CLR had originally intended to have two [[Travel class#History|classes of travel]], but dropped the plan before opening, although its carriages were built with different qualities of interior fittings for this purpose.{{sfn|Bruce|Croome|2006|p=10}}
[[File:276. Central London Railway Gearless Locomotive.jpg|thumb|left|CLR Gearless Locomotive|alt=technical line drawing showing side, top front and cross section views of a railway locomotive]]
Soon after the railway opened, complaints about vibrations from passing trains began to be made by occupiers of buildings along the route. The vibrations were caused by the heavy, largely unsprung locomotives which weighed 44&nbsp;[[long ton|tons]] (44.7&nbsp;[[tonne]]s). The Board of Trade set up a committee to investigate the problem, and the CLR experimented with two solutions. For the first solution, three locomotives were modified to use lighter motors and were provided with improved suspension, so the weight was reduced to 31&nbsp;tons (31.5&nbsp;tonnes), more of which was sprung to reduce vibrations; for the second solution, two six-carriage trains were formed that had the two end carriages converted and provided with driver's cabs and their own motors so they could run as [[electric multiple unit|multiple units]] without a separate locomotive. The lighter locomotives did reduce the vibrations felt at the surface, but the multiple units removed it almost completely and the CLR chose to adopt that solution. The committee's report, published in 1902,{{sfn|Badsey-Ellis|2005|p=91}} also found that the CLR's choice of 100&nbsp;[[Pound (mass)|lb]]/yard (49.60&nbsp;kg/m) [[Baulk road|bridge rail]] for its tracks rather than a stiffer [[Rail profile#Bullhead rail|bullhead rail]] on cross [[Railroad tie|sleepers]] contributed to the vibration.{{sfn|Bruce|Croome|2006|p=15}}

Following the report, the CLR purchased 64 driving motor carriages for use with the existing stock; together, these were formed into six- or seven-carriage trains. The change to multiple unit operation was completed by June 1903 and all but two of the locomotives were scrapped. Those two were retained for shunting use in the depot.{{sfn|Day|Reed|2008|pp=57–58}}

==Extensions==

===Reversing loops, 1901===
<!-- image size forced to make maps the same scale, do not resize -->
[[File:Central London Railway 1901.png|thumb|291px|left|Rejected route proposed in 1901|alt=Route diagram showing the railway running from Shepherd's Bush at left to Liverpool Street at right, with small loops extending beyond the termini at each end]]
The CLR's ability to manage its high passenger numbers was constrained by the service interval that it could achieve between trains. This was directly related to the time taken to turn around trains at the termini. At the end of a journey, a locomotive had to be disconnected from the leading end of the train and run around to the rear, where it was reconnected before proceeding in the opposite direction; an exercise that took a minimum of 2½&nbsp;minutes.{{sfn|Badsey-Ellis|2005|p=94}} Seeking to shorten this interval, the CLR published a bill in November 1900 for the 1901 parliamentary session.<ref>
{{London Gazette
|date=23 November 1900
|issue=27249
|pages=7666–7668

|supp=y
}}</ref> The bill requested permission to construct loops at each end of the line so that trains could be turned around without disconnecting the locomotive. The loop at the western end was planned to run anti-clockwise under the three sides of Shepherd's Bush Green. For the eastern loop the alternatives were a loop under Liverpool Street station or a larger loop running under Threadneedle Street, Old Broad Street, Liverpool Street, [[Bishopsgate]] and returning to Threadneedle Street. The estimated cost of the loops was £800,000 (approximately £{{Formatprice|{{Inflation|UK|800000|1900|r=-4}}|0}} today),{{Inflation-fn|UK}} most of which was for the eastern loop with its costly [[wayleave]]s.{{sfn|Badsey-Ellis|2005|p=94}}

The CLR bill was one of more than a dozen tube railway bills submitted to Parliament for the 1901 session,{{refn|In addition to bills for extensions to existing tube railways, bills for seven new tube railways were submitted to Parliament in 1901.{{sfn|Badsey-Ellis|2005|p=92}} While a number received Royal Assent, none were built.|name=note7|group=note}} To review the bills on an equal basis, Parliament established a joint committee under [[Robert Windsor-Clive, 1st Earl of Plymouth|Lord Windsor]],{{sfn|Badsey-Ellis|2005|p=93}} but by the time the committee had produced its report, the parliamentary session was almost over and the promoters of the bills were asked to resubmit them for the following 1902 session. Among the committee's recommendations were the withdrawal of the CLR's City loop,{{sfn|Badsey-Ellis|2005|pp=110–111}} and that a quick, tube route from [[Hammersmith]] to the City of London would benefit London's commuters.{{sfn|Badsey-Ellis|2005|p=129}}<ref group="note">The MR and the DR both offered services from Hammersmith to the City of London. The MR route ran via Paddington and the northern section of the Inner Circle and the DR route ran via Earl's Court and the southern section of the Inner Circle. The steam-hauled trains were slow and suffered from having to compete for track space in timetables crowded with services from the companies' other routes. The prospect of quick electric tube trains offered an attractive alternative.</ref>
{{clear left}}

===Loop line, 1902–1905===
<!-- image size forced to make maps the same scale, do not resize -->
[[File:Central London Railway 1902.png|thumb|291px|Rejected route proposed in 1902|alt=Route diagram showing the railway as an elongated, narrow loop with roughly parallel lines running from Shepherd's Bush at left to Bank at right with a loop starting and ending at Bank via Liverpool Street]]

Rather than resubmit its 1901 bill, the CLR presented a much more ambitious alternative for the 1902 parliamentary session. The reversing loops were dropped, and the CLR instead proposed to turn the whole railway into a single large loop by constructing a new southern route between the two existing end points, adopting the committee's recommendation for a Hammersmith to City route.{{sfn|Badsey-Ellis|2005|pp=148–49}}<ref>{{London Gazette |issue= 27379 |date= 22 November 1901 |pages=7776–7779}}</ref> At the western end, new tunnels were to be extended from the dead-end [[reversing siding]] west of Shepherd's Bush station and from the depot access tunnel. The route was to pass under Shepherd's Bush Green and run under Goldhawk Road as far as Hammersmith Grove where it was to turn south. At the southern end of Hammersmith Grove a station was to be provided on the corner of Brook Green Road (now Shepherd's Bush Road) to provide an interchange with the three stations already located there.{{sfn|Badsey-Ellis|2005|pp=148–49}}<ref group="note">In 1901, the DR, MR and the [[London and South Western Railway]] (L&SWR) all had stations at Hammersmith, although the L&SWR's closed in 1916.</ref>

From Hammersmith, the CLR's route was to turn eastwards and run under Hammersmith Road and [[Kensington High Street]] with interchange stations at the DR's [[Kensington (Olympia) station|Addison Road]] (now Kensington Olympia) and [[High Street Kensington tube station|High Street Kensington]] stations. From Kensington High Street, the route was to run along the south side of [[Kensington Gardens]] beneath [[Kensington Road]], [[Kensington Gore]] and [[Knightsbridge]]. Stations were to be constructed at the [[Royal Albert Hall]] and the junction of Knightsbridge and [[Sloane Street]], where the [[Great Northern, Piccadilly and Brompton Railway|Brompton & Piccadilly Circus Railway]] (B&PCR) already had permission to build [[Knightsbridge tube station|a station]].<ref name="GNP&BR merger" group="note">The Brompton & Piccadilly Circus Railway and the Great Northern & Strand Railway merged in 1902 to form the [[Great Northern, Piccadilly and Brompton Railway]], forerunner of today's [[Piccadilly line]].</ref> From Sloane Street, the CLR's proposed route ran below that approved for the B&PCR under the eastern portion of Knightsbridge, under [[Hyde Park Corner]] and along [[Piccadilly]] to [[Piccadilly Circus]]. At Hyde Park Corner, a CLR station was to be sited close to the [[Hyde Park Corner tube station|B&PCR's station]] and the CLR's next station at [[St James's Street]] was a short distance to the east of the B&PCR's planned [[Green Park tube station|Dover Street station]]. At Piccadilly Circus, the CLR planned an interchange with the [[Piccadilly Circus tube station|partially completed station]] of the stalled [[Baker Street and Waterloo Railway]]. The CLR route was then to turn south-east beneath [[Leicester Square]] to a station at [[Charing Cross]] and then north-east under [[Strand, London|Strand]] to [[Norfolk Street, Strand|Norfolk Street]] to interchange with the [[Aldwych tube station|planned terminus]] of the [[Great Northern, Piccadilly and Brompton Railway|Great Northern & Strand Railway]].{{sfn|Badsey-Ellis|2005|pp=148–49}}<ref name="GNP&BR merger" group="note"/>

The route was then to continue east under [[Fleet Street]] to [[Ludgate Circus]] for an interchange with the [[South Eastern and Chatham Railway]]'s (SECR's) [[Ludgate Hill railway station|Ludgate Hill station]], then south under New Bridge Street, and east into [[Queen Victoria Street, London|Queen Victoria Street]] where a station was planned to connect to the District Railway's [[Mansion House tube station|Mansion House station]]. The route was then to continue under Queen Victoria Street to reach the CLR's station at Bank, where separate platforms below the existing ones were to be provided. The final section of the route developed on the proposed loop from the year before with tunnels winding under the city's narrow, twisting streets. The tunnels were to run east, one below the other, beneath Cornhill and [[Leadenhall Street]], north under [[St Mary Axe]] and west to Liverpool Street station, then south under Blomfield Street, east under Great Winchester Street, south under Austin Friars and Old Broad Street and west under Threadneedle Street where the tunnels were to connect with the existing sidings back into Bank. Two stations were to be provided on the loop; at the south end of St Mary Axe and at Liverpool Street station.{{sfn|Badsey-Ellis|2005|pp=148–49}} To accommodate the additional rolling stock needed to operate the longer line, the depot was to be extended northwards. The power station was also to be enlarged to increase the electricity supply.{{sfn|Badsey-Ellis|2005|p=150}} The CLR estimated that its plan would cost £3,781,000 (approximately £{{Formatprice|{{Inflation|UK|3781000|1901|r=-4}}|0}} today):{{Inflation-fn|UK}} £2,110,000 for construction, £873,000 for land and £798,000 for electrical equipment and trains.{{sfn|Badsey-Ellis|2005|p=150}}

{{anchor|Central London Railway Act 1902}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1902
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1902
| citation              = [[2 Edw. 7]]. c. cxlv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 31 July 1902
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
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| repealing_legislation = 
| related_legislation   = 
| status                = 
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| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
The CLR bill was one of many presented for the 1902 parliamentary session (including several for the Hammersmith to City route) and it was examined by another joint committee under Lord Windsor.{{refn|The Windsor committee examined bills for tube railways on an east–west alignment, and a separate committee under [[Thomas Lister, 4th Baron Ribblesdale|Lord Ribblesdale]] examined bills for tube railways on a north–south alignment.{{sfn|Badsey-Ellis|2005|p=131}}|name=note11|group=note}} The proposal received support from the mainline railway companies the route interchanged with and from the C&SLR, which had a station at Bank. The [[London County Council]] and the City Corporation also supported the plan. The Metropolitan Railway opposed, seeing further competition to its services on the Inner Circle. Questions were raised in Parliament about the safety of tunnelling so close to the vaults of many City banks and the risk that subsidence might cause vault doors to jam shut. Another concern was the danger of undermining the foundations of the [[Dutch Church, Austin Friars|Dutch Church]] in Austin Friars. The Windsor committee rejected the section between Shepherd's Bush and Bank, preferring a competing route from the [[J. P. Morgan]]-backed [[Piccadilly, City and North East London Railway]] (PC&NELR).{{sfn|Badsey-Ellis|2005|p=185}} Without the main part of its new route, the CLR withdrew the City loop, leaving a few improvements to the existing line to be approved in the Central London Railway Act 1902 ([[2 Edw. 7]]. c. cxlv) on {{Nowrap|31 July}} 1902.{{sfn|Badsey-Ellis|2005|p=150}}<ref>{{London Gazette |date=1 August 1902 |issue=27460 |page=4961}}</ref>

In late 1902, the PC&NELR plans collapsed after a falling out between the scheme's promoters led to a crucial part of the planned route coming under the control of a rival, the [[Underground Electric Railways Company of London]] (UERL), which withdrew it from parliamentary consideration.{{sfn|Badsey-Ellis|2005|pp=190–95}} With the PC&NELR scheme out of the way, the CLR resubmitted its bill in 1903,{{sfn|Badsey-Ellis|2005|p=212}}<ref>{{London Gazette |issue=27498 |date=25 November 1902 |pages=8001–8004}}</ref> although consideration was again held up by Parliament's establishment of the [[Royal Commission on London Traffic]] tasked to assess the manner in which transport in London should be developed.{{sfn|Badsey-Ellis|2005|p=222}} While the Commission deliberated, any review of bills for new lines and extensions was postponed, so the CLR withdrew the bill.{{sfn|Badsey-Ellis|2005|p=212}} The CLR briefly re-presented the bill for the 1905 parliamentary session but withdrew it again, before making an agreement with the UERL in October 1905 that neither company would submit a bill for an east–west route in 1906.{{sfn|Bruce|Croome|2006|p=19}} The plan was then dropped as the new trains with driving positions at both ends made it possible for the CLR to reduce the minimum interval between trains to two minutes without building the loop.{{sfn|Day|Reed|2008|pp=57–58}}

===Wood Lane, 1906–1908===
<!-- image size forced to make maps the same scale, do not resize -->
[[File:Central London Railway 1907.png|thumb|255px|left|Route approved in 1907|alt=Route diagram showing the railway running from Wood Lane at left to Bank at right. Wood Lane is on a small loop from Shepherd's Bush.]]

{{anchor|Central London Railway Act 1907}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1907
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to confer further powers on the Central London Railway Company and for other purposes.
| year                  = 1907
| citation              = 
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 26 July 1907
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Edw7/7/83/pdfs/ukla_19070083_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
In 1905, the government announced plans to hold an international exhibition to celebrate the [[Entente cordiale]] signed by France and Britain in 1904. The location of the [[Franco-British Exhibition (1908)|Franco-British Exhibition]]'s [[White City, London|White City]] site was across Wood Lane from the CLR's depot.{{sfn|Bruce|Croome|2006|p=20}} To exploit the opportunity to carry visitors to the exhibition, the CLR announced a bill in November 1906 seeking to create a loop from Shepherd's Bush station and back, on which a new [[Wood Lane (Central line) tube station|Wood Lane station]] close to the exhibition's entrance would be built.<ref>{{London Gazette |issue=27971 |date=27 November 1906 |pages=8361–8363}}</ref> The new work was approved on {{Nowrap|26 July}} 1907 in the Central London Railway Act 1907.<ref>{{London Gazette |issue=28044 |date=26 July 1907 |page=5117}}</ref>

The new loop was formed by constructing a section of tunnel joining the end of the dead-end reversing tunnel to the west of Shepherd's Bush station and the north side of the depot. From Shepherd's Bush, trains ran anti-clockwise around the single track loop, first through the original depot access tunnel, then passed the north side of the depot and through the new station before entering the new section of tunnel and returning to Shepherd's Bush. Changes were also made to the depot layout to accommodate the new station and the new looped operations. Construction work on the exhibition site had started in January 1907, and the exhibition and new station opened on {{Nowrap|14 May}} 1908. The station was on the surface between the two tunnel openings and was a basic design by Harry Bell Measures. It had platforms both sides of the curving track – passengers alighted on to one and boarded from the other (an arrangement now known as the [[Spanish solution]]).{{sfn|Bruce|Croome|2006|p=20}}
{{clear left}}

===Liverpool Street, 1908–1912===
<!-- Central London Railway Liverpool Street extension redirects here -->
<!-- image size forced to make maps the same scale, do not resize -->
[[File:Central London Railway 1909.png|thumb|276px|Route approved in 1909|alt=Route diagram showing the railway running from Wood Lane at left to Liverpool Street at right]]

{{anchor|Central London Railway Act 1909}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1909
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1909
| citation              = [[9 Edw. 7]]. c. lxxi
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 16 August 1909
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
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| collapsed             = yes
}}
With the extension to Wood Lane operational, the CLR revisited its earlier plan for an eastward extension from Bank to Liverpool Street station. This time, the Great Eastern Railway (GER) agreed to allow the CLR to build a station under its own main line terminus, provided that no further extension would be made north or north-east from there – territory served by the GER's routes from Liverpool Street.{{sfn|Bruce|Croome|2006|p=22}} A bill was announced in November 1908,<ref>{{London Gazette |issue=28200 |date=27 November 1908 |pages=9088–9090}}</ref> for the 1909 parliamentary session and received royal assent as the Central London Railway Act 1909 ([[9 Edw. 7]]. c. lxxi) on {{Nowrap|16 August}} 1909.{{sfn|Bruce|Croome|2006|p=22}}<ref>{{London Gazette |issue=28280 |date=17 August 1909 |pages=6261–6262}}</ref> Construction started in July 1910 and the new [[Liverpool Street station#London Underground|Liverpool Street station]] was opened on {{Nowrap|28 July}} 1912.{{sfn|Bruce|Croome|2006|p=22}} Following their successful introduction at the DR's [[Earl's Court tube station|Earl's Court station]] in 1911, the station was the first underground station in London to be built with escalators. Four were provided, two to Liverpool Street station and two to the [[North London Railway|North London Railway's]] adjacent [[Broad Street railway station (London)|Broad Street station]].{{sfn|Day|Reed|2008|pp=59 and 81}}

===Ealing Broadway, 1911–1920===
The CLR's next planned extension was westward to Ealing. In 1905, the [[Great Western Railway]] (GWR) had obtained parliamentary approval to construct the Ealing and Shepherd's Bush Railway (E&SBR), connecting its main line route at [[Ealing Broadway station|Ealing Broadway]] to the [[West London line|West London Railway]] (WLR) north of Shepherd's Bush.{{sfn|Bruce|Croome|2006|p=25}} From Ealing, the new line was to curve north-east through still mostly rural [[North Acton]], then run east for a short distance parallel with the GWR's [[High Wycombe]] line, before curving south-east. The line was then to run on an embankment south of [[Old Oak Common]] and [[Wormwood Scrubs]] before connecting to the WLR a short distance to the north of the CLR's depot.{{sfn|Bruce|Croome|2006|p=28}}
<!-- image size forced to make maps the same scale, do not resize -->
[[File:Central London Railway 1911.png|thumb|378px|left|Route approved in 1911|alt=Route diagram showing the railway running from Ealing Broadway at left to Liverpool Street at right]]

{{anchor|Central London Railway Act 1911}}
{{Infobox UK legislation
| short_title           = Central London Railway Act 1911
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to impower the Central London Railway Company to construct new railways to authorise arrangements between the Company and the Great Western Railway Company and for other purposes.
| year                  = 1911
| citation              = [[1 & 2 Geo. 5]]. c. lxxxiii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 18 August 1911
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
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| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Geo5/1-2/83/pdfs/ukla_19110083_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
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}}
Construction work did not begin immediately, and, in 1911, the CLR and GWR agreed [[Arrangements between railroads#Trackage rights|running powers]] for CLR services over the line to Ealing Broadway. To make a connection to the E&SBR, the CLR obtained parliamentary permission for a short extension northward from Wood Lane station on {{Nowrap|18 August}} 1911 in the Central London Railway Act 1911 ([[1 & 2 Geo. 5]]. c. lxxxiii).{{sfn|Bruce|Croome|2006|p=25}}<ref>
{{London Gazette
|issue=28524
|date=22 August 1911
|pages=6216–6217

}}</ref> The new E&SBR line was constructed by the GWR and opened as a steam-hauled freight only line on {{Nowrap|16 April}} 1917. Electrification of the track and the start of CLR services were postponed until after the end of World War&nbsp;I, not starting until {{Nowrap|3 August}} 1920 when a single intermediate station at [[East Acton tube station|East Acton]] was also opened.{{sfn|Bruce|Croome|2006|p=26}}{{sfn|Rose|1999}}

Wood Lane station was modified and extended to accommodate the northward extension tracks linking to the E&SBR. The existing platforms on the loop were retained, continuing to be used by trains that were turning back to central London, and two new platforms for trains running to or from Ealing were constructed at a lower level on the new tracks, which connected to each side of the loop. Ealing Broadway station was modified to provide additional platforms for CLR use between the existing but separate sets of platforms used by the GWR and the DR.{{sfn|Bruce|Croome|2006|p=28}}

To provide services over the {{convert|6.97|km|mi|adj=on}} extension, the CLR ordered 24 additional driving motor carriages from the Brush Company, which, when delivered in 1917, were first borrowed by the Baker Street and Waterloo Railway for use in place of carriages ordered for its [[Baker Street and Waterloo Railway#Queen's Park and Watford, 1911–17|extension to Watford Junction]]. The new carriages were the first for tube-sized trains that were fully enclosed, without gated platforms at the rear, and were provided with hinged doors in the sides to speed-up passenger loading times. To operate with the new stock the CLR converted 48 existing carriages, providing a total of 72 carriages for twelve six-car trains. Modifications made while in use on the Watford extension meant that the new carriages were not compatible with the rest of the CLR's fleet and they became known as the ''[[London Underground 1915 Stock|Ealing stock]]''.{{sfn|Bruce|Croome|2006|pp=28–29}}

The E&SBR remained part of the GWR until nationalisation at the beginning of 1948, when (with the exception of Ealing Broadway station) it was transferred to the [[London Transport Executive]]. Ealing Broadway remained part of [[British Railways]], as successors to the GWR.{{sfn|Day|Reed|2008|p=150}}

===Richmond, 1913 and 1920{{anchor|Central London Railway Act 1913}}===
{{Infobox UK legislation
| short_title           = Central London Railway Act 1913
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to empower the Central London Railway Company to construct new railways to authorise agreements between that Company and the London and South Western Railway Company and for other purposes.
| year                  = 1913
| citation              = [[3 & 4 Geo. 5]]. c. lxxiii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 15 August 1913
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Geo5/3-4/73/pdfs/ukla_19130073_en.pdf
| revised_text          = 
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In November 1912,<ref>{{London Gazette |issue=28666 |date=26 November 1912 |pages=9018–9020}}</ref> the CLR announced plans for an extension from Shepherd's Bush on a new south-westwards route. Tunnels were planned under Goldhawk Road, Stamford Brook Road and Bath Road to Chiswick Common where a turn to the south would take the tunnels under Turnham Green Terrace for a short distance. The route then was to head west again to continue under [[Chiswick High Road]] before coming to the surface east of the [[London and South Western Railway|London and South Western Railway's]] (L&SWR's) [[Gunnersbury station]]. Here a connection would be made to allow the CLR's tube trains to run south-west to [[Richmond station (London)|Richmond station]] over L&SWR tracks that the DR shared and had electrified in 1905. Stations were planned on Goldhawk Road at its junctions with [[The Grove tube station|The Grove]], [[Paddenswick Road tube station|Paddenswick Road]] and [[Rylett Road tube station|Rylett Road]], at [[Emlyn Road tube station|Emlyn Road]] on Stamford Brook Road, at Turnham Green Terrace (for a connection with the L&SWR's/DR's [[Turnham Green tube station|Turnham Green station]]) and at the junction of Chiswick High Road and [[Heathfield Terrace tube station|Heathfield Terrace]]. Beyond Richmond, the CLR saw further opportunities to continue over L&SWR tracks to the commuter towns of [[Twickenham]], [[Sunbury-on-Thames|Sunbury]] and [[Shepperton]], although this required the tracks to be electrified.{{sfn|Badsey-Ellis|2005|pp=273–274}} The CLR received permission for the new line to Gunnersbury on {{Nowrap|15 August}} 1913 in the Central London Railway Act 1913 ([[3 & 4 Geo. 5]]. c. lxxiii),<ref>{{London Gazette|issue=28747|date=19 August 1913|pages=5929–5931}}</ref> but World War I prevented the works from commencing and the permission expired.{{sfn|Badsey-Ellis|2005|pp=273–274}}
<!-- image size forced to make maps the same scale, do not resize -->
{{multiple image| align=center|footer=Routes approved in 1913 and 1920|width=400|image1=Central London Railway 1913.png|alt1=Route diagram showing the railway running from Ealing Broadway at left to Liverpool Street at right, with branch heading from Shepherd's Bush to the bottom left to connect to existing route to Richmond at Gunnersbury |image2=Central London Railway 1920.png|alt2=Route diagram showing the railway running from Ealing Broadway at left to Liverpool Street at right, with branch heading from Shepherd's Bush to the bottom left to connect to existing route to Richmond at Hammersmith}} In November 1919,<ref>{{London Gazette|issue=31656|date=25 November 1919|pages=14425–14429}}</ref> the CLR published a new bill to revive the Richmond extension, but using a different route that required only a short section of new tunnel construction. The new proposal was to construct tunnels southwards from Shepherd's Bush station, which would come to the surface to connect to disused L&SWR tracks north of [[Hammersmith (Grove Road) railway station|Hammersmith Grove Road station]] that had closed in 1916. From Hammersmith, the disused LS&WR tracks continued westwards, on the same viaduct as the DR's tracks through Turnham Green to Gunnersbury and Richmond.{{refn|The viaduct had been widened in 1911 to separate the DR's electric services to Richmond, Hounslow, Ealing and Uxbridge from the L&SWR's steam-hauled services, although the DR's trains had so out-competed the L&SWR's that it withdrew its own services in 1916. The viaduct and both sets of tracks were owned by the L&SWR.{{sfn|Horne|2006|pp=48 and 55}}|name=note12|group=note}} The plan required electrification of the disused tracks, but avoided the need for costly tunnelling and would have shared the existing stations on the route with the DR. The plan received assent on {{Nowrap|4 August}} 1920 as part of the [[Central London and Metropolitan District Railways Companies (Works) Act 1920]] (10 & 11 Geo. 5. c. lxxxii),<ref>{{London Gazette|issue=32009|date=6 August 1920|pages=8171–8172}}</ref> although the CLR made no attempt to carry out any of the work. The disused L&SWR tracks between [[Ravenscourt Park tube station|Ravenscourt Park]] and Turnham Green were eventually used for the westward extension of the [[Piccadilly line]] from Hammersmith in 1932.{{sfn|Bruce|Croome|2006|p=30}}

==Competition, co-operation and sale, 1906–1913==
From 1906 the CLR began to experience a large fall in passenger numbers{{refn|In 1906 the CLR carried 43,057,997 passengers. In 1907 the number carried was 14&nbsp;per cent lower at 36,907,491. The Franco-British Exhibition boosted numbers in 1908, but they fell back again afterwards and were still at around {{Nowrap|36 million}} in 1912.{{sfn|Bruce|Croome|2006|p=22}}{{sfn|Wolmar|2005|p=204}}|name=note13|group=note}} caused by increased competition from the DR and the MR, which electrified the Inner Circle in 1905, and from the [[Great Northern, Piccadilly and Brompton Railway]] (GNP&BR) which opened its rival route to Hammersmith in 1906. Road traffic also offered a greater challenge as motor buses began replacing the horse drawn variety in greater numbers. In an attempt to maintain income, the company increased the flat fare for longer journeys to three pence in July 1907 and reduced the fare for shorter journeys to one penny in March 1909. Multiple booklets of tickets, which had previously been sold at [[face value]], were offered at discounts,{{refn|From July 1907, a twelve ticket strip of 3[[Penny (British pre-decimal coin)|d]] tickets was sold at 2[[Shilling (British coin)|s]] 9d, a 3d discount, and twelve ticket strips of 2d tickets were sold at 1s 10d, a 2d discount, from November 1908.{{sfn|Bruce|Croome|2006|p=22}}|name=note14|group=note}} and season tickets were introduced from July 1911.{{sfn|Bruce|Croome|2006|p=22}}

The CLR looked to economise through the use of technological developments. The introduction in 1909 of [[dead-man's handle]]s to the driver controls and "[[train stop|trip cocks]]" devices on signals and trains meant that the assistant driver was no longer required as a safety measure.{{sfn|Bruce|Croome|2006|p=23}} Signalling automation allowed the closure of many of the line's 16 signal boxes and a reduction in signalling staff.{{sfn|Day|Reed|2008|p=59}} From 1911, the CLR operated a parcel service, making modifications to the driving cars of four trains to provide a compartment in which parcels could be sorted. These were collected at each station and distributed to their destinations by a team of tricycle riding delivery boys. The service made a small profit, but ended in 1917 because of wartime labour shortages.{{sfn|Bruce|Croome|2006|p=24}}

The problem of declining revenues was not limited to the CLR; all of London's tube lines and the sub-surface DR and MR were affected by competition to some degree. The reduced income from the lower passenger numbers made it difficult for the companies to pay back borrowed capital, or to pay dividends to shareholders.{{sfn|Badsey-Ellis|2005|pp=282–283}} The CLR's dividend payments fell to 3&nbsp;per cent from 1905, but those of the UERL's lines were as low as 0.75&nbsp;per cent.{{sfn|Wolmar|2005|p=203}} From 1907, the CLR, the UERL, the C&SLR, and the [[Great Northern & City Railway]] companies began to introduce fare agreements. From 1908, they began to present themselves through common branding as the ''Underground''.{{sfn|Badsey-Ellis|2005|pp=282–283}} In November 1912, after secret take-over talks, the UERL announced that it was purchasing the CLR, swapping one of its own shares for each of the CLR's.{{sfn|Wolmar|2005|p=205}}{{refn|At the same time, the UERL also bought the C&SLR, swapping two of its shares for three of the C&SLR's, reflecting the latter company's weaker financial condition.{{sfn|Wolmar|2005|p=205}}|name=note15|group=note}} The take-over took effect on {{Nowrap|1 January}} 1913, although the CLR company remained legally separate from the UERL's other tube lines.{{sfn|Bruce|Croome|2006|p=25}}

==Improvements and integration, 1920–1933==
{{CLR route map}}
Following the takeover, the UERL took steps to integrate the CLR's operations with its own. The CLR's power station was closed in March 1928 with power instead being supplied from the UERL's [[Lots Road Power Station]] in Chelsea. Busier stations were modernised; Bank and Shepherd's Bush stations received escalators in 1924, Tottenham Court Road and Oxford Circus in 1925 and Bond Street in 1926, which also received a new entrance designed by [[Charles Holden]].{{sfn|Day|Reed|2008|p=93}}{{sfn|Bruce|Croome|2006|p=33}} Chancery Lane and Marble Arch stations were also rebuilt to receive escalators in the early 1930s.{{sfn|Bruce|Croome|2006|p=33}}

On 5 November 1923 new stations were opened on the Ealing extension at [[North Acton tube station|North Acton]] and [[West Acton tube station|West Acton]].{{sfn|Rose|1999}} They were built to serve residential and industrial developments around [[Park Royal]] and, like East Acton, the station buildings were basic structures with simple timber shelters on the platforms.{{sfn|Bruce|Croome|2006|p=28}} The poor location of British Museum station and the lack of an interchange with the GNP&BR's station at Holborn had been a considered a problem by the CLR almost since the opening of the GNP&BR in 1906. A pedestrian subway to link the stations was considered in 1907, but not carried out.{{sfn|Bruce|Croome|2006|p=35}} A proposal to enlarge the tunnels under High Holborn to create new platforms at Holborn station for the CLR and to abandon British Museum station was included in a CLR bill submitted to parliament in November 1913.<ref>{{London Gazette|date=25 November 1913|issue=28776|pages=8539–8541}}</ref> This was given assent in 1914, but World War&nbsp;I prevented any works taking place, and it was not until 1930 that the UERL revived the powers and began construction work. The new platforms, along with a new ticket hall and escalators to both lines, opened on {{Nowrap|25 September}} 1933, British Museum station having closed at the end of traffic the day before.{{sfn|Rose|1999}}{{sfn|Bruce|Croome|2006|p=35}}

Between March 1926 and September 1928, the CLR converted the remaining gate stock carriages in phases. The end platforms were enclosed to provide additional passenger accommodation and two sliding doors were inserting in each side. The conversions increased capacity and allowed the CLR to remove gatemen from the train crews, with responsibility for controlling doors moving to the two guards who each managed half the train. Finally, the introduction of driver/guard communications in 1928 allowed the CLR to dispense with the second guard, reducing a train crew to just a driver and a guard.{{sfn|Bruce|Croome|2006|pp=30 and 33}} The addition of doors in the sides of cars caused problems at Wood Lane where the length of the platform on the inside of the returning curve was limited by an adjacent access track into the depot. The problem was solved by the introduction of a pivoted section of platform which usually sat above the access track and allowed passengers to board trains as normal, but which could be moved to allow access to the depot.{{sfn|Bruce|Croome|2006|p=34}}

==Move to public ownership, 1923–1933==
Despite closer co-operation and improvements made to the CLR stations and to other parts of the network,{{refn|The Bakerloo line extension to Watford Junction opened in 1917, the CCE&HR extension to [[Edgware tube station|Edgware]] opened in 1923/24 and the CS&LR extension to [[Morden tube station|Morden]] opened in 1926.{{sfn|Rose|1999}}|name=note16|group=note}} the Underground railways continued to struggle financially. The UERL's ownership of the highly profitable [[London General Omnibus Company]] (LGOC) since 1912 had enabled the UERL group, through the pooling of revenues, to use profits from the bus company to subsidise the less profitable railways.{{refn|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 UERL, the dividend had been 18&nbsp;per cent.{{sfn|Wolmar|2005|p=204}}|name=note17|group=note}} However, competition from numerous small bus companies during the early 1920s eroded the profitability of the LGOC and had a negative impact on the profitability of the whole UERL group.{{sfn|Wolmar|2005|p=259}}

To protect the UERL group's income, its chairman [[Albert Stanley, 1st Baron Ashfield|Lord Ashfield]] lobbied the government for regulation of transport services in the London area. Starting in 1923, a series of legislative initiatives were made in this direction, with Ashfield and [[Labour Party (UK)|Labour]] London County Councillor (later MP and Minister of Transport) [[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 UERL group protection from competition and allow it to take substantive control of the [[London County Council|LCC's]] tram system; Morrison preferred full public ownership.{{sfn|Wolmar|2005|pp=259–262}} After seven years of false starts, a bill was announced at the end of 1930 for the formation of the [[London Passenger Transport Board]] (LPTB), a public corporation that would take control of the UERL, the MR and all bus and tram operators within an area designated as the [[London Passenger Transport Board#London Passenger Transport Area|London Passenger Transport Area]].<ref>{{London Gazette|date=9 December 1930|issue=33668|pages=7905–7907}}</ref> The board was a compromise – public ownership but not full [[nationalisation]] – and came into existence on {{Nowrap|1 July}} 1933. On this date, ownership of the assets of the CLR and the other Underground companies transferred to the LPTB.{{sfn|Wolmar|2005|p=266}}{{refn|The CLR company continued in existence as a repository for all of the fractions of shares in the new LPTB that could not be distributed to the old companies' shareholders and to enable payment of interest on a CLR deed from 1912 owing to the bank [[Williams & Glyn's Bank|Glyn, Mills & Co.]] The company was liquidated on {{Nowrap|10 March}} 1939.{{sfn|Bruce|Croome|2006|p=35}}|name=note18|group=note}}

==Legacy==
{{For|a history of the line after 1933|Central line (London Underground)}}
In 1935 the LPTB announced plans as part of its [[New Works Programme]] to extend the CLR at both ends by taking over and electrifying local routes owned by the GWR in [[Middlesex]] and [[Buckinghamshire]] and by the LNER in east London and [[Essex]]. Work in the tunnels to lengthen platforms for longer trains and to correct misaligned tunnel sections that slowed running speeds was also carried out. A new station was planned to replace the cramped Wood Lane.{{sfn|Bruce|Croome|2006|pp=37–38}} The service from North Acton through [[Greenford station|Greenford]] and [[West Ruislip station|Ruislip]] to [[Denham railway station|Denham]] was due to open between January 1940 and March 1941. The eastern extension from Liverpool Street to [[Stratford station|Stratford]], [[Leyton tube station|Leyton]] and [[Newbury Park tube station|Newbury Park]] and the connection to the LNER lines to [[Hainault tube station|Hainault]], [[Epping tube station|Epping]] and [[Ongar railway station|Ongar]] were intended to open in 1940 and 1941.{{sfn|Bruce|Croome|2006|p=44}} World War&nbsp;II caused works on both extensions to be halted and London Underground services were extended in stages from 1946 to 1949,{{sfn|Rose|1999}} although the final section from West Ruislip to Denham was cancelled.{{sfn|Wolmar|2005|p=294}} Following the LPTB takeover, the [[Harry Beck]]-designed tube map began to show the route's name as the "Central London Line" instead of "Central London Railway".{{sfn|Lee|1970|p=27}} In anticipation of the extensions taking its services far beyond the boundaries of the [[County of London]], "London" was omitted from the name on {{Nowrap|23 August}} 1937; thereafter it was simply the "Central line".<ref>{{cite news|date=25 August 1937|title=London Tubes' New Names – Northern And Central lines|newspaper=The Times|issue=47772|page=12 |url=http://infotrac.galegroup.com/itw/infomark/708/539/29061067w16/purl=rc1_TTDA_0_CS203370777&dyn=52!xrn_7_0_CS203370777&hst_1?|access-date=30 March 2010}}</ref>{{sfn|Lee|1970|p=27}} The CLR's original tunnels form the core of the Central line's {{convert|72.17|km|mi|adj=on}} route.<ref name="dist"/>

During World War II, {{convert|4|km|mi}} of completed tube tunnels built for the eastern extension between [[Gants Hill tube station|Gants Hill]] and [[Redbridge tube station|Redbridge]] were used as a factory by [[Plessey]] to manufacture electronic parts for aircraft.{{sfn|Emmerson|Beard|2004|pp=108–121}} Other completed tunnels were used as [[air-raid shelter]]s at Liverpool Street, [[Bethnal Green tube station|Bethnal Green]] and between Stratford and Leyton,{{sfn|Emmerson|Beard|2004|pp=60–66}} as were the closed parts of British Museum station{{sfn|Connor|2006|p=42}} At Chancery Lane, new tunnels {{convert|16|ft|6|in|m}} in diameter and {{convert|1200|ft|m}} long were constructed below the running tunnels during 1941 and early 1942. These were fitted out as a [[London deep-level shelters|deep level shelter]] for government use as a protected communications centre.{{sfn|Emmerson|Beard|2004|pp=30–37}} Work on a similar shelter was planned at Post Office station (renamed St Paul's in 1937) but was cancelled; the lift shafts that were made redundant when the station was given escalators in January 1939 were converted for use as a protected control centre for the [[Central Electricity Board]].{{sfn|Emmerson|Beard|2004|pp=104–107}}

==See also==
{{Portal|London transport}}
*[[Horace Field Parshall]], chairman and designer of the line's electrical distribution system

==Notes and references==

===Notes===
{{Reflist|group="note"|colwidth=30em}}

===References===
{{Reflist}}

===Bibliography===
{{Refbegin}}
* {{Cite book |last=Badsey-Ellis |first=Antony |title=London's Lost Tube Schemes |publisher=Capital Transport |isbn=1-85414-293-3 |year=2005}}
* {{Cite book |last1=Bruce |first1=J Graeme |last2=Croome |first2=Desmond F |title=The Central Line |orig-year=1996|year=2006 |publisher=Capital Transport|isbn=1-85414-297-6}}
* {{Cite book |last=Connor |first=J E |title=London's Disused Underground Stations |publisher=Capital Transport |isbn=1-85414-250-X |orig-year=1999|year=2006}}
* {{Cite book |last1=Day |first1=John R |last2=Reed |first2=John |orig-year=1963 |year=2008 |title=The Story of London's Underground |publisher=Capital Transport |isbn=978-1-85414-316-7}}
* {{Cite book |last1=Emmerson |first1=Andrew|last2=Beard |first2=Tony |title=London's Secret Tubes |year=2004 |publisher=Capital Transport |isbn=1-85414-283-6}}
* {{Cite book |last=Horne |first=Mike |title=The District Line |year=2006 |publisher=Capital Transport|isbn=1-85414-292-5}}
* {{Cite book |last=Lee |first=Charles Edward |title=Seventy Years of the Central |date=May 1970 |publisher=[[London Transport Executive (GLC)|London Transport]] |location=Westminster |isbn=0-85329-013-X |id=570/1111/RP/5M }}
* {{Cite book |last=Rose |first=Douglas |title=The London Underground, A Diagrammatic History |year=1999|orig-year=1980|publisher=Douglas Rose/Capital Transport |isbn=1-85414-219-4}}
* {{Cite book |last=Wolmar |first=Christian |title = The Subterranean Railway: How the London Underground Was Built and How It Changed the City Forever
|publisher = Atlantic Books |isbn=1-84354-023-1 |orig-year=2004|year = 2005|author-link = Christian Wolmar}}
{{Refend}}

==External links==
{{Commons category|Central London Railway}}
* {{PM20|FID=co/072926|TEXT=Documents and clippings about|NAME=}}

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