150 and Counting: The Development of a Co-ordinated Underground Network for

Transport for London Corporate Archives Online Exhibition TfL Corporate Archives

The TfL Corporate Archives acts as the custodian of the corporate memory of TfL and its predecessors, responsible for collecting, conserving, maintaining and providing access to the historical archives of the organisation. These archives chart the development of the organisation and the decision making processes. The Archives provides advice and assistance to researchers from both within and outside of the business and seeks to promote the archive to as wide an audience as possible, while actively collecting both physical material and personal stories to add to the archive. The Archives are part of Information Governance, within General Counsel.

Online Exhibition

• “150 and Counting: The Development of a Co-ordinated Underground Network for London” is intended as an introduction to the wealth of material collected and managed by the Corporate Archives • The following pages highlight key documents from the collection celebrating 150 years of the Underground in London, arranged according to theme, as well as providing further brief information. These can be used as a starting point for further research if desired • This document is adapted from a guide that originally accompanied an internal exhibition

Metropolitan Line

• On Saturday 10th January 1863, the Company opened a sub-surface railway between Bishop’s Road, Paddington to Farringdon Street, a distance of 3¾ miles. This was the world’s first passenger underground railway and it was the idea of , the ’s Solicitor, who saw the possibilities of underground travel to relieve the pressure on streets choked with horse-drawn vehicles, and John Hargreave Stevens, who was to become Architect of the Metropolitan Railway. • On the first day the public flocked to the new railway for a novel ride beneath the streets and 30,000 passengers were carried, with £850 of fares passing into the railway’s hands on that first day. • According to newspaper of the following Monday, “Throughout the morning every station became crowded with anxious travellers who were admitted in sections...The platform gained, the next great struggle was for a seat...classification was altogether ignored, the holder of a first-class ticket being compelled to go in number three or not at all, and vice-versa.”

LT000016/014 Arms of the Metropolitan Railway Company

• This pioneer underground

railway was constructed by LT001917/001 a “cut and cover” system; Centenary Parade at the massive brick were built in huge trenches cut out of the ground and then roofed over. • The railway was eventually extended as far as and on 1st July 1933, it was absorbed into the newly created London Passenger Transport Board becoming its Metropolitan Line. • No. 23 started hauling passenger trains on the Metropolitan Railway in 1866, three years after the line opened. Affectionately known to drivers as “The Old Girl”, it hauled all kinds of trains, and shunted at depots for 82 years.

LT001917/001 Centenary Book of the Metropolitan Railway Company (Metropolitan)

• The early success of the Metropolitan Railway coincided with revived activity in the promotion of railway schemes for London, and in 1864 there were 259 different projects for making c. 300 miles of railway in and around London. • Formed in 1864, the Metropolitan was the Company charged with completing an ‘Inner Circle’ underground for London by the construction of a line from South to , together with spurs from to West Brompton, and to Addison Road. • The first sod was cut at Kensington on 29 June 1865 and nearly 3,000 men were employed, working for the last month day and night.

LT000565/017 A copy of the Act authorising the Metropolitan and Metropolitan and District Railway Companies to make certain railways for completing the Inner Circle and connecting their railways with the East London Railway, as well as creating a new street and certain street improvements. 1879

(Metropolitan) District Line

• The first section of the District, from South Kensington to Bridge, was opened on 24 December 1868. • Under an agreement of 1866, the Metropolitan worked and maintained the District lines as they were opened for traffic.

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• The working arrangement became seen as unsatisfactory by the District and a year’s notice was given to terminate it on 1 July 1871. The District company bought its own rolling stock, and built repair shops and sheds at West Brompton, and on 3 July 1871 the District began to work on its own undertaking. • At the end of its working life as a company, the District worked over 58 miles 56 chains of railway, of which it owned 25 miles 5 chains outright, partly owned 1 mile 54 chains, leased or worked jointly a further 5 miles 43 chains, and exercised continuous running powers over 26 miles 34 chains of the lines of other companies, namely, the Metropolitan, Southern, and London Midland Scottish Railway.

East London Line

• The is the only Underground line that was planned and built as a mainline railway. • The story of the East London Line begins with the building of the Thames . • The from to was the first tunnel under a river anywhere in the world. It was designed by Marc using a revolutionary tunnel shield, comprising 36 cells in which a workman was engaged working independently of the others. • The operation was started in 1825 and was halted a number of times due to flooding. • The Thames Tunnel was eventually opened in 1843. It had a height of 7m/23ft, width of 11m/37ft, and a total length of 406m/1,506ft. • It was eventually sold to the railways, becoming part of the underground network in 1865. East London Line

• In 1865, the East London Railway was formed and it purchased the Thames Tunnel to form part of an underground rail link between the at Liverpool Street and the South Eastern Railway and the London Brighton South Coast Railway at New Cross. The first part of the line, through the tunnel to Wapping was opened in December 1869.

LT001639/007 Plan showing property along the East London Railway to be included in the Railway's lease provisions

East London Line

• The East London Railway owned the infrastructure but it never owned or operated its own trains, always relying on others. In 1884, the line was leased to a consortium of the 5 companies using it – a pattern that was to be repeated over the next 49 years until the East London Line came under the control of the London Passenger Transport Board in 1933.

LT000565/012 A copy of the East London Railway: Further Powers Act, increasing the powers of the railway company to compulsorily purchase land, raise more money and authorise agreements and authorise agreements between itself and other railway companies. 1870.

East London Line

• The identity of the East London Line changed considerably over time. On maps between 1933 and 1968 it was depicted in the same colour as the Metropolitan Line. In 1970 it was renamed the ‘Metropolitan Line-East London Section’, in the 1980s it was renamed as a line in its own right, and from 1990 the colour changed to orange. The line carried 10.7 million passengers per year before its closure in 2007. • The former underground line was extended northwards to Whitechapel with new stations added, reopening on 23 May 2010 as part of the network. A further extension to Highbury and Islington was opened on 28 February 2011, with a final southern section to Clapham Junction opening in 2012.

(Inner) Circle

• The early success of the Metropolitan Railway prompted a huge number of proposals for other railways. Parliamentary committees of 1863-1864 evaluated them and decided that the best thing would be an inner circuit connecting both ends of the Metropolitan route with mainline termini.

• The Metropolitan obtained powers to extend itself to Tower Hill and to South Kensington, in both cases along the present route of the Circle Line. A separate company was started to complete the rest of the circle, the Metropolitan District. It was planned that the two companies would merge as soon as practical.

(Inner) Circle

• However, the Metropolitan District was a much less profitable company than the Metropolitan, and the Metropolitan’s shareholders blocked the merger. The completion of the Inner Circle was in doubt, and the financial disparity lead to the formation of the Metropolitan Inner Circle Completion Railway Company, who sold shares in the completed Inner Circle – whilst it was still a work in progress.

LT000346/090/007 Metropolitan Inner Circle Completion Railway Company – Prospectus, October 1877 • This forced negotiation between the Metropolitan and the Metropolitan District. • The Metropolitan bought the Inner Circle Completion Company and, having demonstrated a willingness to work together, a new arrangement between the Metropolitan and the Metropolitan District received Parliament’s approval in 1879. The Circle was completed in 1884.

Inner Circle

• The line began to gain its “The proposal to break own identity in the late 1930s, with the name the Circle at Baker Circle Line appearing on a Street and at South 1936 poster. Kensington takes a • In 2009, the continuous serious turn nature of the Circle Line was officially ended, financially, for the replaced by an end to end cost amounts to service between something over and via a single £600,000...We must circuit of a new loop and ask ourselves what the existing route. are the advantages.” • This idea of ‘breaking’ the circle was not a new one. - Letter from the General TfL Corporate Archives Manager of the contains numerous Underground Railways references to mooted to , 25 ideas about changes to the January 1935 service.

(City & South London)

• The City and South • Peter W Barlow, an engineer London Railway opened in who had worked on the 1890. It was different to suspension bridge, the Metropolitan and believed that tunnels could be driven under the river bed as Metropolitan District in ‘omnibus subways’ to relieve that circular, iron lined traffic congestion in London. tunnels were shield driven In 1884 he obtained through the London clay at Parliamentary powers to a deep level, and in that construct a tube railway from electrical traction was Monument to Elephant and used for the first time in Castle, later extended to London in the place of Stockwell. The line was short, 3.5 miles, with stations at steam-hauled King William Street, Borough, Metropolitan and Elephant and Castle, Metropolitan District Line Kennington, Oval, and trains. Stockwell.

LT001893/004 (City & South London) Northern Line

• An extension of the line, to • The stations on this Islington, was opened in 1900, new extension were and in 1907 it was extended built in a style north to Euston. Also in 1907, conceived by Charles the second component of the Holden, and the line Northern Line opened, known was opened in 1926, as the , Euston the same year as the and Railway, from Charing Cross to Charing Cross to , Kennington link. with a branch from Camden Town to . It was c.8 miles long and comprised of 16 stations, which were designed by Leslie Green. • After 1920, the Charing Cross, Euston and Hampstead Railway became known as the Hampstead Line. In 1915 it was extended to Embankment, and in 1921 to Edgware. Work on an extension from Euston to Camden Town started in 1922, and in 1923, powers for a 5.5 mile extension from Clapham to Morden were granted.

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(City & South London) Northern Line

• In 1933, the London “ have Passenger Transport again had the situation Board was formed and under careful soon after established a consideration...it is now . clear...that no further As part of this, the major housing Northern Line was development is extended from Archway intended in the area to East , to Mill which would be served Hill East, and to High by the Northern line Barnet. However, other extension...it is clear scheduled extensions that if the extensions were put on hold due to were to be proceeded post war spending with they would incur a restrictions. A decision heavy financial loss...” about these was not - London Transport Press and finally reached until Publications Office, 1954. ‘Abandonment of Northern Line Extensions,

9 February 1954 Waterloo & City Line

• The Waterloo & City Line (W&C) is the shortest tube line in London and, despite being in the central area, has only been operated by for a small proportion of its 115 years. • It runs just 1.5 miles, from Waterloo to Bank, and was constructed with the support of the London and South Western Railway (LSWR). • The line was opened in 1898, and absorbed by the LSWR in 1906. It eventually became part of British Railways (BR) and was only transferred to London Underground in 1994 when BR was privatized. • The W&C has long been known as ‘the drain’ – it was the only tube sized railway operated by a main line railway company. • When the line was opened, it had multiple unit trains with power lines running through the train to enable the driver to control the motors at the front and the rear. • There have been three different types of rolling stock on the line in its lifetime, with changes in 1940 and 1993. • The layout at Bank is an island platform with two faces and a scissors crossover. At Waterloo, all trains stop at the arrival platform and shunt ahead to a reversing road in the depot. The driver then changes ends and works the train back to the departure platform. All train maintenance is at Waterloo, which is also the location for the signal cabin that controls the line. Central Line

• In 1886, proposals were • The stations, apart from made for the opening of a Bank, were designed by line along the axis of Harry Measures, and . The contained recently ’s developed electrical proposal for a lone from lifts, as opposed to the Shepherd’s Bush to the more commonly used City was given Royal hydraulic lifts. Another Assent in 1891, following innovation was the use a lengthy battle to get the of large fans to pump Bill through Parliament. the stale air from some On the 27th June 1900 , of the stations for a the line was opened by number of hours each the Prince of Wales, and a night. month later it opened to the public with a flat fare of twopence, making it a popular means of transport and earning it the moniker ‘Twopenny Tube’. Central Line

• The western end of the line was extended to serve the site of the Franco-British exhibition in 1908, and in 1912 the line was extended to Liverpool Street, the first station on the Central Line to make use of an . • The Central London Railway remained independent for 13 years, before becoming part of the Underground Electric Railways Company of London Limited (UERL) in 1913. The line was subsequently extended to Gunnersbury and , and over the next twenty years saw a number of changes, including the introduction of sliding, air- operated doors, the modernisation of stations, a switch from using power supplied by the power station to power supplied by the , and an interchange with the Line via the rebuilt Holborn station.

Central Line

• In 1933 the London Passenger Transport Board (LPTB) was established, and under this new regime the Central London Railway became the Central London Line. It was extended via and North Ilford to the Fairlop loop line, and in 1937 the LPTB put forward proposals for a further westward extension to Denham. The Second World War forced work on the line to be suspended but extensions were, despite steel shortages, quickly resumed post war. In 1946 the line was extended to Stratford, on to Leytonstone in 1947, to Hainault and in 1948, and in 1949 Central Line trains reached Epping.

Underground Electric Railways Company of London

• The London Underground • By March 1901, Yerkes and as we know it today began his group of financiers had life as a number of acquired an interest in the financially independent Metropolitan District railway companies. And it Railway (MDR) and, was not until 1902, with determined to drive the establishment of the through electrification of Underground Electric the line, in July 1901 the Railways Company of Metropolitan District London Limited that the Electric Traction Company operation of the lines as a was registered, with Yerkes ‘network’ began to be as Managing Director. This constructively delivered. undertaking soon gained a • Whilst joint working had dominant influence in the always been a feature of MDR, and the control of London’s railways, it took the Brompton and the activities of one tube. In American man, Charles November 1901 the Tyson Yerkes, to bring the Traction Company gained lines together as a financial control of the definitive group. CCEHR, and by March 1902 a controlling interest in the half finished Baker Street and Waterloo Railway was acquired.

Underground Electric Railways Company of London

• Yerkes’ and his collaborators • The financial manoeuvrings of were now committed to the Speyer, Yerkes and the UERL had building of £16 million worth been based in no small part of of tubes, meaning major projected passenger numbers for capital had to be raised. An the 4 lines they controlled. agreement was reached with However, the the international banking carried less than 60% of its company Speyers. Speyers projected passenger numbers in would form a syndicate to its first twelve months, and the deal in the shares of a new Metropolitan District was only company, which in its turn averaging 55million passengers would transform the Traction per annum after electrification Company into a concern when it had been projected to capable not only of finally carry 100million. These figures, electrifying the District but plus some questionable financial also of raising the finance arrangements, left the UERL in needed for the tubes. In April severe debt. Money from the 1902 the agreement came Speyers banking company and into place and the new negotiation with shareholders company was formed. Its averted bankruptcy, but Yerkes name was the Underground reputation was undoubtedly Electric Railways Company of tarnished and it is noticeable that London. the TfL Corporate Archives contains no original information on Yerkes and his involvement – almost as though those left to pick up the pieces tried to erase him from the history. Underground Electric Railways Company of London

• In 1910, Albert Stanley oversaw the take-over of the London General Omnibus Company. With the introduction of this highly profitable operation to the UERL’s portfolio, successful take-overs of both the Central and the City and South London Railways were possible. Successful bids for control of the , the Metropolitan Electric Tramways, the South Metropolitan Electric Tramways, and the bus builder AEC followed. • By the 1920s the organisation had expanded so significantly that a new, purpose built and designed headquarters was commissioned at .

Buildings – 55 Broadway

• Most famous buildings are • “Now listed as a identified either by their name, or by their occupants. building of ‘special It is rare for a building to be architectural known principally by its postal address. 55 Broadway is one interest’, 55 such property. Under its Broadway came into postal name, it is not only readily associated with being to relieve London Transport but also overcrowding in enjoys a much wider architectural reputation. adjacent offices and to centralise the LT000157/001 administration of numerous companies which were the forerunners of London Transport”

- Architecture and Sculptures at 55 Broadway, 30 November 1979 Buildings – 55 Broadway

• The Portland stone used as the main facing on “The building is the exterior came from ornamented on the the Broadcroft, Dorset. Although Portland stone East and North is usually sanded to give sides by sculptures a smooth finish, in 55 by Broadway it was left as and by it was cut with the panels...by...Eric chisel marks still on it. Gill, H. Moore, F. • The façades were embellished with Rabinovitch, Allan decorative features, Wyon” carved in situ. Two are just above street level - A Description of The and a further eight are New Administrative above the sixth floor Offices of the windows on each side Underground Group of of all four wings. Companies, 1980

Underground Electric Railways Company of London

• From the early 1920’s a growth in the number of small private bus companies saw passenger numbers on the UERL owned LGOC buses fall. As the UERL was still financially reliant on the bus profits, this affected the Company’s already stretched finances. Albert Stanley saw the solution as government led regulation of transport services within London. Inevitably a debate ensued over the level of regulation as opposed to public ownership, with Stanley of course preferring the idea of regulation that gave the UERL protection from competition, and the government favouring full public ownership. • Finally, by 1933, agreement had been reached for the establishment of a board on a hybrid basis and on 1 July 1933, the London Passenger Transport Board began operations. Albert Stanley was its Chairman and Frank Pick its Vice Chairman. As well as all existing concerns of the UERL, the London Passenger Transport Board also gained responsibility for the Metropolitan Railway and its subsidiaries, bringing all underground lines (bar the Waterloo and City and the East London) together under a unified body for the first time. • In total, 92 transport and ancillary undertakings came under the control of the London Passenger Transport Board. This necessitated effective branding and the ‘corporate identity’ begun by Frank Pick began to evolve further, with the establishment of an underground theme of distinctive signage and colours. The Underground as we recognise it today was born. Notable Individuals – Frank Pick

• Frank Pick was Managing Director of the Underground Electric Railway Companies of London Ltd. (UERL), and later Vice-Chairman of the London Passenger Transport Board (LPTB). TfL Corporate Archives hold material relating to Pick's role at Board level and as Managing Director and these contain a significant amount of operational material. • The records document a significant part of the operational, legal and historical foundations of London Passenger Transport Board. Consequently, they offer an insight into the economic, administrative and structural preoccupation of the LPTB at its very inception. • The records also pertain to the developing construction of the Underground, particularly the 'New Works Programme' of the 1920's and 1930's. The 'Station files' are of key interest to researchers studying the architectural heritage of the system, whilst detailed technical files are of interest to anyone studying scientific and technical developments in industry at that time. Additionally, the files span a wide geographical area across London and are a good source for both local history in London and for London wide planning and development in the early twentieth century.

Notable Individuals – Frank Pick

• For anyone looking at Frank Pick as an individual, the records allow an insight into his work habits and strong personal interests and views. • As a member of the Design and Industries Association, Pick had a strong interest in design and was the driving force behind the establishment of a corporate identity

Notable Individuals – Lord Ashfield

“My purpose in these remarks has • Albert Stanley, later Lord been to convey to you that the Ashfield, joined the help of every one of our Underground (U.E.R.L.) as 89,000 staff...is needed, if General Manager in 1907 London Transport is to continue and enhance the • His management and traditions it has inherited...we directorial skills are responsible for what is maintained and improved universally acknowledged to the services against a be the finest system of urban discouraging financial passenger transport in the background world...Let us take as our slogan ‘Pride of Service’, • Albert Stanley is largely and...continue to manage our credited with the affairs that ‘What London development of the Transport does today, the rest ‘Underground’ branding, of the world will do the amalgamation of the tomorrow.” disparate companies, and the establishment of co- - Speech delivered by the Chairman at ordinated fares the Victory Reunion Dinner, 3 July 1946 • Lord Ashfield became Chairman of the London Passenger Transport Board in 1933 Electrification

• Installing electric traction equipment was first considered in the 1880s. Electricity was additionally the only option for tunnel transport given that the City of London and Southwark Subway Company’s Act prohibited the use of steam in tunnels. From 1889-1993 the Electric Traction Company (later known as the General Electric Power and Traction Company) carried out an Electrification experiment on the North Metropolitan’s Barking Road Line and also applied in 1888 to conduct experiments on the Metropolitan Railway; this experiment was discontinued a year later but the march of electrification did not stop and in 1890 world’s first electric tube began running out from Elephant & Castle to Stockwell, managed by what had been renamed the City & South London Railway. In 1898 the Metropolitan obtained Parliamentary powers to electrify the whole of its lines; the District Railway was electrified in 1901, followed by the Brompton & Piccadilly Circus tube railways.

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Electrification

• The whole of the District Railway was converted to electricity by the end of 1905. • Power came from a station at Lots Road, Chelsea, originally built to supply the District but subsequently extended to the other three Underground group lines and to he London railways and tramways. • In 1913 the East London Line was electrified and its passenger transport passed to the Metropolitan; in 1934 electrification of the Metropolitan was extended from to and . • In 1960 the steam era on the Metropolitan began slipping away with the operation of the last steam-hauled train on the .

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Bakerloo Line

• After no less than 10 Acts of Parliament (starting in 1893) LT001503/001 and a financially turbulent construction phase, the Baker Street and Waterloo Railway Company opened on 10 March 1906. • With assistance from an Evening News headline, the line quickly became known as ‘the Bakerloo’. • The line was the first to employ multiple unit trains, rather than locomotive, from the start. In addition, the signalling was largely automatic, having been imported from Boston, USA and trialled on the South Harrow branch. • The Bakerloo operated initially between Baker Street and Kennington Road (now Lambeth North). It was soon extended in stages to Elephant and Castle (August 1906), Marylebone (March 1907) and Edgware Road (June 1907). Bakerloo Line

• With the Great Northern, Piccadilly and Brompton Railway (Piccadilly) and the Charing Cross, Euston and Hampstead (part of the Northern), the Bakerloo became part of the Underground Electric Railways of London in 1910. • Further extensions followed, to Paddington (1913) and Queens Park (1915). Paddington was the first station to open with escalator, rather than lift, access between platforms and street. • At Queens Park, the Bakerloo had cross platform interchange with the London and North Western Railway, who owned the station. Using connections just north of the station, the Bakerloo provided a 15 minute service to Junction from 1915. This was extended to Junction from 1917.

Bakerloo Line

• The next major expansion of the Bakerloo was in 1939, when a connection was built between Baker Street and Finchley Road stations, and former Metropolitan line tracks to were taken over. The connection included new tube stations at St John’s Wood and , replacing Metropolitan stations of similar names which had been closed. • This arrangement continued until the arrival of the in1975. This took over the section between Stanmore and Baker Street. An extension of the line from Elephant and Castle to Camberwell, which had been proposed in the 1930s, was finally abandoned in the post war austerity of the 1950s.

Piccadilly Line

• The had its origins in three different schemes; (1) The Brompton and Piccadilly Circus Railway from Piccadilly to South Kensington, (2) a Metropolitan District Railway plan to build a deep line under its existing line between Earl’s Court and Mansion House, (3 )the Great Northern and Strand Railway from to Strand. These were all authorised between 1897 and 1899 but because of lack of finance none were built. • In 1901, Charles Tyson Yerkes secured control of the District Railway and acquired various companies having powers to build deep tube railways. These were amalgamated in 1902 under the name of the Underground Electric Railways Company of London Ltd. It was then proposed that the Great Northern and Strand Railway should now start at Finsbury Park and be extended from a junction at Holborn to link with the Brompton and Piccadilly Circus Railway at Piccadilly, which in turn would be extended to Hammersmith. The scheme was approved in 1902 under the new name of Great Northern, Piccadilly and Brompton Railway and work started immediately.

Piccadilly Line

• The Piccadilly line opened on Saturday 15 December 1906 between Finsbury Park and Hammersmith. At a length of 9 miles it was the longest tube line in London.

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Piccadilly Line

• A short branch from Holborn to Strand (renamed Aldwych 1915) was opened on 30 November 1907 (later closed in 1994). Extensions at both ends were made in the early 1930’s to the north the line was extended to Cockfosters and to the west to South Harrow, , and West. The journey from Uxbridge to Cockfosters was at the time the longest electric journey then operated by the

Underground.

LT001893/001 Piccadilly Line

• Further extensions took place from Hounslow West to Heathrow from 1977 to 2008, making London the first capital city in the world to have its main airport directly connected to the main capital transport infrastructure. • The original Piccadilly rolling stock was nearly all built abroad – 108 cars in France and 108 cars in Hungary.

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• Station buildings and interior walls for the original line were designed by Leslie Green. • The 1930’s extensions brought in a change of architectural styles. The northern extension from Finsbury Park to Cockfosters had new stations designed by Holden.

Art and Design - Maps

• Combined maps of London’s underground railways began to be issued for passengers in 1906 • With time, the map has come to represent not just the London Underground but London itself LT000558/015

Art and Design - Maps

• The Underground map as we know it today is largely the vision of Henry C Beck • Although Beck’s first design was dismissed by the Publicity Department, just a year later, in 1932, the decision was taken to publish • 750,000 copies of the first edition were printed in January 1933, with a further 100,000 printed in February • In March 1933, the first poster of the map was printed

Art and Design - Maps

Underground Map ‘Rules’

• Only vertical, horizontal, and 45 degree lines are used • The centre is enlarged at the expense of the • A distinctive interchange symbol is used • Street details are not shown • Stations are denoted by tickmarks • Lines are denoted by distinctive colours

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Art and Design - Roundel

“The visual identity for • London Transport’s bar London Transport and circle motif has its origins in the wheel, depends on two key without which railways elements – the would not exist roundel and the • In 1905, the London lettering...The General Omnibus roundel and Company approved a logotype should wheel with wings for registration as a normally appear trademark and in 1908, together; the the first red and blue combination is the disc station nameplates very essence of the were ordered by the identity” Underground Group - London Transport, Making • The Underground had a Mark, c.1990 no consistent policy for the use of its bar and disc symbol until the 1920s Art and Design - Roundel

• Frank Pick employed Edward to design a typeface for the Underground Group’s exclusive use and in March 1917 the ringed symbol with the Johnston typeface was registered • In 1972 directives were issued that all new and replacement signs and all printed matter would carry a renamed device – the roundel • The roundel and bullseye devices have a visual strength and TfL works hard to protect this past and present corporate identity through registration of these trademarks worldwide

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Art and Design - Mascots

“I thank you for your • Corporate Identity “Bunny” and is a key asset of TfL letter...When I go as it was for its out rabbiting, I will predecessor take it with me for companies luck” • Frank Pick was at - Hertford and District the forefront of Motor Omnibus corporate design Services, 28 April 1923 and as well as

roundels,

considered the use

of mascots, most

notable of which

was Wilfred the

Rabbit

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Art and Design - Mascots

• Wilfred the Rabbit began life • Pick was involved at every in 1919 as a principal stage of Wilfred’s design and character in the ‘Pip, Squeak continued his meticulous and Wilfred’ cartoon. This attention to detail when the cartoon was conceived by production of pottery rabbits Bertram Lamb, drawn by was undertaken later in 1922. Austin Payne, and published The pottery rabbits were by the Daily Mirror. In 1922, made for sale to the general this mascot was chosen by public following popular Pick and then adapted by the demand. A letter from Stabler sculptor Harold Stabler to be to Ivor Fraser, the Operations the mascot for the London Manager and Chief Engineer, General Omnibus Company from April 1922 states that country buses, featuring on “the rabbit which would be nearly eighty routes from five inches over all would be London to the countryside. seated on a green glazed mound, and would be LT000535/068 coloured”; Pick, it appears, had other ideas – “Pick is favouring No.1 rabbit, not satisfied with the glass, and thinks that this should be thinner. This will improve the model of the Rabbit. The colour should be slightly modified...there is no reason why all the rabbits should be of one colour. Some of them might be white.”

Art and Design - Tickets

• As each of the lines of the underground opened from 1863 onwards, fares were charged on a graduated basis depending on distance travelled. The Metropolitan Railway had three classes of travel in like manner to the main line companies, and was also the first to introduce cheaper Workman’s fares on certain early morning trains. Cheap Day Return fares were introduced for travel off- peak and at weekends. • The Central London Railway (initially Bank – Shepherd’s Bush) had a flat fare of 2d and as a result received the nickname “Twopenny Tube”, coined by the Daily Mail newspaper shortly after its opening.

Art and Design - Tickets

• Ticket design has LT000346/149

been a long standing feature of TfL • Different tickets were issued for workmen, ordinary, children, members of parliament, and even dogs!

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Art and Design - Tickets

• In 1981 a zonal system was introduced for bus and tube fares. Forming the foundation of the present zonal system, there were originally 6 zones – 4 for buses, and 2 for tubes (City and West End).

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Art and Design - Tickets

• In 1983, Travelcards were launched, initially valid for travel only on Underground and buses and priced depending on the number of zones through which one travelled. One Day Travelcards followed and from 1985 the facility was extended to include services under the name Captialcard season. A one-day version followed with validity later extended to include the Docklands Light Railway, Tramlink, and Overground as these services opened. Oyster – a debitable card based system – arrived in 2003.

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Art and Design - Tickets

• Special tickets are often issued in commemoration of events, such as royal weddings and big exhibitions

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• The Victoria Line, which was opened in March 1969, was the first new Tube line to be constructed for over 20 years, and the first since the war to be constructed in tunnels deep under central London. This vital new North-South link was designed form the outset to link four main line termini: Euston, St Pancras, King’s Cross, and Victoria. Also, to facilitate passenger movements, every station (except Blackhorse Road) was to make an interchange with at least one other Underground or British Rail line.

LT000710/022 Victoria Line

• Government approval for the new line was given in 1962, and the work was completed in less than 7 years. New tunnelling methods were employed, notably rotary diggers of various designs, and the technique of freezing waterlogged ground to enable tunnelling to take place was used.

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Victoria Line

• At platform level, each station could be identified not only by the traditional roundel sign, but also by its decorative tile panels, each station having its own motif

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Victoria Line

• The official opening of the line took place on Friday March 7 1969, with the stage from Warren Street to Victoria coming into operation. A rehearsal had taken place the previous Monday. It was an important occasion of London Transport, with The Queen performing the opening ceremony. The Royal Tube train also carried a large number of official guests, including the heads of a number of overseas transport undertakings

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Jubilee Line

• Following an investigation into London’s railway needs in the post-war years, proposals for improvements were published in 1946. These included plans for an Underground line to run from the North West to the South East of London. At this juncture, these plans were put aside in favour of the Victoria Line. But some 20 years later, a 1965 publication, ‘A Railway Plan for London’, included proposals for a new line from Baker Street to New Cross and Lewisham, to be called the Fleet Line. • There were to be 4 stages to the Fleet Line’s construction: 1. The Stanmore branch of the Bakerloo line would be taken over and a line would run from Baker Street to Charing Cross; 2. The line would be extended from Charing Cross to Fenchurch Street; 3. A line would run to Docks, take over the New Cross branch and then terminate at Lewisham; 4. An extension to Hayes and Addiscombe.

Jubilee Line

• Parliamentary powers for the Baker Street to Charing Cross section of the line were granted in 1969, and work began in 1971. In 1977 the line was renamed the Jubilee line in honour of Queen Elizabeth II’s silver jubilee, and on the 1st May 1979, the first stage of the line was opened. • Parliamentary powers for stage 2 were obtained in 1971, but plans were eventually aborted. • There were various proposals and false starts until a plan came forward for a stand alone line between Waterloo and Canary Wharf, the Waterloo and Greenwich Railway. A joint team was set up to investigate. London Transport favoured an extension of the Jubilee line to Stratford, which it felt would benefit London as a whole, as well as the newly developed docklands. • The East Study of 1989 concluded that the extension of the Jubilee from Green Park to Stratford, via Waterloo, , and Canary Wharf, was the preferred option, and by the end of the year, the joint team had deposited the bill for the Jubilee line extension. • Construction started four years later, and the extension incorporated the novel feature of platform edge doors. Trains were also of new design, with six separate cars with end windows. The extension opened in 1999.

Hammersmith & City Line

• John Fowler, the engineer who had LT001208/064 worked on the

Metropolitan Line, also engineered the Hammersmith and City Railway. It was intended as a feeder to the Metropolitan line, and the extension ran through fields on the limits of suburbia to Hammersmith, opening on 13 June 1864. At this time, the only intermediate stations on the two mile long railway were (now Ladbroke Grove) and Shepherd’s Bush, and the line used mixed gauge tracks.

Hammersmith & City Line

• The line was jointly operated by • On 1 January 1869, a new the London and South (GWR) and Metropolitan Railway Western Line opened (MR) companies for many years. between north of Addison From its opening until 1868/9, the line had three running rails, Road and Richmond via to allow the operation of MR Ravenscourt Park, with a 1 standard gauge (4ft 8 /2in) and new station at 1 GWR broad gauge (7ft 0 /4in) Hammersmith (Grove trains. In the event, the GWR Road). This required the provided a broad gauge service re-siting of the original until 1 April 1865, with the MR terminus at Hammersmith. taking over thereafter. The 30 This line was connected to minute service interval on the branch was infrequent by the original Hammersmith today’s standards, and was branch just north of formed by extending alternate Hammersmith station at trains from Farringdon Street Grove Junction, and the from Paddington to GWR operated an hourly Hammersmith. service between Richmond • Within a few years of its and Paddington from 1 opening, a number of lines June 1870. Although this became joined to the was withdrawn after just Hammersmith Branch. A half five months, it was mile long line opened from Latimer Road junction to replaced in 1877 by an MR Uxbridge Road junction (on the service from Richmond to West London Railway) on 1 July . 1864.

Hammersmith & City Line

• The changeover from steam to electric traction on the Hammersmith and City Line was started and completed in November and December 1906. • Initially, 20 six car trains were provided for the service to Whitechapel. First class accommodation was provided until 1936. In contrast to other lines in the central area, which had automatic signalling installed around 1905, signalling on the branch continued to be manual until the 1920s. The mile owned by GWR between Westbourne Park and Paddington was the last to be modernised, in 1929 (this section was not formally vested in London Transport until December 1973). • The main changes in the 1960s and 70s were the removal of crossovers and sidings, the cessation of goods traffic, and cutting the connection between the London Transport and GWR lines in the Paddington area. These decades also saw the introduction of C stock trains, which had four sets of double doors per carriage, to increase capacity and keep rush hour station stop times to a minimum. LT000249/190

Hammersmith & City Line

• Almost half of the stations on the Hammersmith and City Line are cut- and-cover underground stations and since the Circle line began running trains on the ‘loop’ in 2009, the line has no unique stations – every single one of the 29 stations is shared with another tube line. • Despite becoming termed the Hammersmith & City Line once again in 1988, the line appeared on the tube maps as part of the Metropolitan Line until 1990, when it received its distinctive salmon pink colouring. C ontac t U s

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