The formation of the London Passenger Transport Board
(LPTB) on July the 1st 1933 allowed for a more centralised approach to be
taken in planning the future development of the underground railway system
in relation to the suburban lines of the main line companies. Schemes were
soon drawn up to allow the tube to take over the running of various under
used lines operated by the LNER and integrate them with the existing network.
Most of these schemes would never have got further than the discussion stage
had it not been for a government initiative aimed at using public works as
a means of tackling spiraling unemployment in the mid 1930s. The government
offered to subsidise loan interest on capital borrowed to carry out major
works in areas where unemployment was high. London was one such area and
the LPTB seized upon the chance to obtain cheap capital funding for many
of it's expansion proposals which it put forward as the 1935-1940 New Works
Programme.
The schemes affected most lines but in many cases these
were limited to building new or renewing existing stations and infrastructure,
however on the Bakerloo, Metropolitan, Central and Northern Lines far reaching
alterations and expansion was planned; line by line the proposals and the
end results are explained:
Bakerloo
The two track section of the Metropolitan between Baker
Street and Finchley Road was a notorious bottleneck due to the high number
of services running from the MET main and branch lines trying to gain access
to Baker Street Station and the City, the three stations that were located
in this section made the problem worse with trains taking longer than their
booked station stop time causing delays to following services. Under the
new works programme a scheme was authorised that would enable the construction
of a twin tube line from a junction with the Bakerloo line just beyond Baker
Street (tube station) and run virtually below the MET lines to emerge at
Finchley Road from where the Bakerloo would continue with its tube trains
to run onto Stanmore. A re-modelling of the junction at Wembley Park would
ensure the Stanmore trains would no longer cross the path of the MET main
line. At the same time the Bakerloo's existing tube level stations would
be rebuilt to allow the running of seven car trains and a programme of
resignalling on all the affected routes.
Work began on the works in 1936 and continued apace, included
in the scheme was the construction of a vast new rolling stock depot for
both Bakerloo and MET use on the site of the MET's Neasden Works. A station
on the new tube line was built below the MET's Swiss Cottage one and a further
tube station was provided between the sites of the MET's St. John's Wood
and Marlborough Road, both of which were closed when the new station (called
St. John's Wood) opened for business upon the start of the Bakerloo service
to Stanmore which commenced on November 2nd 1939. The platform extensions
were delayed by World War 2 and did not come into use until 1946.
Central Line
The scheme devised for the Central was for extensions
both East and West. To achieve the former a plan was devised to construct
new tube lines from Liverpool Street to emerge onto LNER tracks just south
of Leyton where the Central would take over the running of services onward
to Loughton and with a new section of tube line to be built from Leytonstone
to Newbury Park (including three new intermediate stations at Wanstead Park,
Redbridge and Gants Hill) the Central would have a continuous loop round
to Woodford via Fairlop and Hainault(where new car sheds would be built).
In the west was a scheme to project a branch from the existing Central line
west of North Acton station to West Ruislip station where a new stabling
and servicing depot was to be constructed. These plans were added to in 1937
when the western extension was authorised beyond West Ruislip to Denham and
the decision was made to extend the operation of electric services by the
Central in the east to cover the Loughton to Ongar section and thus relieve
the LNER of all service responsibility in that part of Essex.
Another major part of the scheme was the re-alignment
of the original Central London tube tunnels to allow standard stock trains
to be used on the four rail principle (until then the Central used a positive
rail in the centre of the track with the running rails taking the negative
return) and the extension of the stations in this area to accommodate eight
car trains. It was this later part of the plan that was the first to be
completed, the first Standard stock units were run on the 12th of November
1938 with the last day of use of the remaining original Central London units
of 1903 vintage taking place exactly eight months later.
Work on both the eastern and western extensions was delayed
due to the war and during the conflict many of the semi-completed stations
and sections of tube tunnel were used as air raid shelters, the incomplete
depots and some of the sections of tunnel were turned over to the use of
the War Department for munitions and machinery production.
After the end of hostilities work on the extensions resumed
with the first section to open being that from Liverpool Street to Stratford
on the 3rd of December 1946, the next section from Stratford to Leytonstone
came into use on May the 5th the following year. The first section of the
western extension from North Acton to Greenford saw it's first tube passengers
on June the 30th the same year and before 1947 ended the sections of line
from Leytonstone to Newbury Park and Woodford opened on December the 14th.
Empty stock working to the new Hainault depot came into being a few months
ahead of the public opening of the tube service from Newbury Park to Hainault
on May 31st 1948. On the 21st of November 1948 the last section of the western
extension came into use with the opening of Greenford to West Ruislip - the
proposed line to Denham had been dropped due to 'Green Belt' restrictions
on housing developments in that area. The same day the lines from Woodford
to Loughton and Hainault opened for business, the latter completing the Fairlop
loop. Loughton to Epping went live from September the 25th 1949. This left
the single track line from Epping to Ongar as the last steam worked section.
There was much 'heel dragging' over whether to electrify this section a decision
not being made until 1956 when a light electrification that limited the number
of tube trains permitted on the branch at any one time to two was authorised.
The line went live and completed the Central new works programme on November
the 18th 1957
Northern Line
Like the Central line plan this one involved the taking
over of lines previously operated by the LNER; and also like the Bakerloo
scheme the one for the Northern line also took over track previously managed
by the Metropolitan. In the end this tuned out to be the most controversial
of the lot.
The Plan envisaged the taking over of the MET controlled
former GN&C line from Moorgate to Findsbury Park and diverting it just
north of Drayton Park to run into new surface height platforms next to Findsbury
Park LNER station. From here the Northern would take over the line to Alexandra
Palace via Highgate, Just north of Highgate the line would continue over
LNER metals to High Barnet and a link into it would be made from the existing
Archway terminus line of the Northern which would be extended via a new tube
level Highgate station to join the High Barnet line just south of East Finchley
station. The Northern would also take over the LNER single track line which
branched off the High Barnet line and ran to Edgware where a connection would
be built to join the existing Northern line to that destination. North from
Edgware a brand new stretch of line was authorised to be constructed to Bushey
Heath. Along this stretch between Bushey Heath and Elstree South a new depot
(Aldenham) was planned.
The project got off to a good enough start with the line
from Archway to East Finchley being opened on July the 3rd 1939. World War
Two started at the same time but works that were well in hand were allowed
to continue and the East Finchley to High Barnet section was one such project.
It opened for business on April the 14th 1940. The single track line from
Finchley Central to Edgware had been closed to allow work to proceed on doubling
the formation for use by the tube trains service of the Northern line. As
the first station on the line from Finchley, Mill Hill East, served a barracks
the Northern opened up this section of single line for a tube shuttle service
to aid the war effort from the 18th of May 1941. All other works had ceased
due to the conflict. The semi completed depot at Aldenham was requisitioned
and used for the construction of Halifax bombers.
Upon the end of hostilities work resumed on the many
uncompleted new works projects. The Central line ones were given priority
over those of the Northern which were left in limbo. During this period the
London Underground re-evaluated the need for the Northern line extensions.
New 'Green Belt' legislation had put restrictions on residential development
in the outer suburbs thus reducing the scope for the expected increases in
traffic flows from the districts served by those lines. Finance was also
restricted and much was needed to rebuild other parts of the system damaged
during the war. In 1950 the Underground announce the abandonment of both
the construction of the Edgware - Bushey Heath line and the completion of
the Edgware - Finchley Central sections, the later would remain only as the
single track shuttle to Mill Hill East. Hopes remained that the Drayton Park-
Alexandra Palace section would be finished but it never happened, the scheme
was withdrawn and the last steam trains ran by the LNER over the line on
5th May 1954 were the last passenger trains to run.
Many of the redundant sections remained in use for a few
more years for freight traffic run by British Railways. The depot building
at Aldenham was converted to a major bus works but the semi-completed stations,
signal boxes and sub-stations built by the underground were simply
abandoned.
Continue to part ten - New Works Rolling Stock