107 Sentences With "underground railways" | Random Sentence Generator

Some volunteers believe that governments will only treat the climate crisis with sufficient urgency if faced with large-scale disruption, including to transport networks such as underground railways and airports.

While Musk builds electric vehicles through Tesla and plans for humans to one day colonize space through SpaceX, Branson plans to offer the world's first commercial space flights through Virgin Galactic and high-speed underground railways through Virgin Hyperloop One.

Underground Railways of the World: Their History and Development. Temple P, 1966. Page 176. it was rebuilt to be adapted for the cars of Stockholm Metro.

At this time Deep Navigation had an extensive underground mine railway, with of underground railways. Over 100 pit ponies were being used at the colliery, mostly underground, but some on the surface.

It is now appreciated that trams are more attractive to the travelling public than buses and cheaper to build than underground railways. Therefore, neighbourhoods with medium transit usage are either currently served by tram routes or will be in future.

In the early 20th century systems were developed where all the motors on a train could be controlled by a low voltage signal from any cab. Due to problems using steam locomotives underground, the underground railways in London and Liverpool were early adopters of 600 V DC electric traction and by 1907 underground railways in London and some provincial cities were running electric trains. A 6.7 kV 25 Hz overhead system was also used from 1908. After the railway companies were grouped in 1923, the Southern Railway greatly expanded the 3rd rail DC electrification, replacing some early AC electrification.

The technologies of deep tube tunnelling and electric traction pioneered and proved by the C&SLR; shaped the direction of subsequent underground railways built in London. The C&SLR; demonstrated that an underground railway could be constructed without the need to purchase large and expensive tracts of land for the shallow cuttings of sub-surface steam operated railways. Instead, it became possible to construct a tunnel at deep level without adversely affecting conditions on the surface. The C&SLR; thus encouraged the construction of a network of underground railways in London, far larger than might have been the case otherwise.

Dozens of cities have passenger and cargo airports. Iran Air, the national airline, was founded in 1962 and operates domestic and international flights. All large cities have bus transit systems and private companies provide intercity bus services. Tehran, Mashhad, Shiraz, Tabriz, Ahvaz and Isfahan are constructing underground railways.

In 2004 the company started production of wagons for container transportation. Specializes in domestic brake production. The company mainly specializes in brake equipment for types of freight and passenger carriages, locomotives, motor coach rolling stock, high-speed and extra high-speed trains and rolling stock for underground railways.

Mott and Hay employed a young engineer called David Anderson as resident engineer for the latter project. The Tyne Bridge under construction in 1928. The firm also advised on proposals for underground railways in Sydney, Africa and Russia. David Anderson was made a partner in 1920 after returning from army service.

In 1932, the last full year of operation, a per cent dividend was declared. On 1 July 1933, the London Passenger Transport Board (LPTB), was created as a public corporation and the Met was amalgamated with the other underground railways, tramway companies and bus operators. Met shareholders received £19.7 million in LPTB stock.

From the 1860s to the 1900s numerous schemes for underground railways through central London were proposed, often using similar routes. Many of the schemes submitted to parliament for approval as private bills included proposals for lines through the Charing Cross area with stations serving the South Eastern Railway's (SER's) terminus and the area around Trafalgar Square.

Baker also played a large part in the introduction of the system widely adopted in London of constructing underground railways in deep tubular tunnels built up of cast iron segments. He was also involved in an unsuccessful scheme in 1899 proposed by the North West London Railway to build a tube line in north-west London.

An early success was the world's first successful type of steam condensing locomotives for underground railways, of which 148 were built. In the 20th century, the company designed and manufactured more than 1,000 powerful articulated locomotives called Beyer-Garratts. By the time the company wound up in 1966, it had built nearly 8,000 steam and diesel locomotives.

Numerous tunnels, bridges, underground railways, rail track systems, power stations, industrial plants and motorways in Austria and internationally have been realised by PORR. The company holds numerous patents, including some of the most advanced tunnel and railway construction systems as well as special processes for the remediation of contaminated sites and the treatment of hazardous waste.

Martin, Andrew (2013). Underground Overground: A Passenger's History of the Tube. London: Profile Books. p.56. . In the early 20th century competition from the electric underground railways and electric trams meant that the SER & GNR service was withdrawn on 30 April 1907, the GNR & LC&DR; service in September 1907 and the Midland & LC&DR; service in June 1908.

"Underground"-branded alt=Map, titled London Underground Railways, showing the various lines of the underground system in central London, each in a different colour ;1900:C&SLR; closes King William Street and extends north to Moorgate and south to Clapham Common. :CLR opens between Bank and Shepherd's Bush. :Consortium led by Charles Yerkes takes over CCE&HR.;Badsey- Ellis 2005, p. 94.

The firm also advised on proposals for underground railways in Sydney, Africa and Russia. David Anderson was made a partner in 1920 after returning from army service. The firm was thereafter known as Mott, Hay and Anderson (MHA). During the 1920s, MHA designed the rolling bridge over the river Dee at Queensferry, the Tyne Bridge in Newcastle and the Trent Bridge in Nottingham.

Today, central stations, particularly in Europe, act as termini for a multitude of rail services - suburban, regional, domestic and international - provided by national carriers or private companies, on conventional rail networks, underground railways and tram systems. These services are often divided between several levels. In many cases, central railway stations are collocated with bus stations as well as taxi services.

In 1914, Hayakawa embarked on a tour of Europe and North America to study rail and port infrastructure, during which he was struck by London's underground railways. He became convinced that in order to grow into a world-class city, Tokyo needed its own underground; the main mode of urban transport in Tokyo then came in the form of trams, which was suffering from congestion due to heavy traffic. “The congestion of tramways can be neutralized only by the establishment of high-speed railways — namely, elevated railways or underground railways,” Hayakawa said in an interview in August 1927 with The Japan Times & Mail (present-day The Japan Times), which described him as “the man through whose initiative and ability the problem of traffic congestion in Tokyo will be solved.” Hayakawa subsequently spent another two years studying subways in Europe and the North America.

Statistical Record of the Legislature, 1836 to 2007 , Parliament of South Australia, pg.50 He was a conscientious and able member, a supporter of Robert Torrens's Real Property Act, but left the colony for London on the Orient on 31 October 1860 and never returned. His resignation from parliament was received in April 1861. He was a Director of Underground Railways London and Metropolitan Railway Company.

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.

James Henry Greathead (6 August 1844 – 21 October 1896) was a mechanical and civil engineer renowned for his work on the London Underground railways, Winchester Cathedral and, Liverpool overhead railway as well as being one of the earliest proponents of the English Channel, Irish Sea and Bristol Channel tunnels. His invention is also the reason that the London Underground is colloquially named the "Tube".

This was finally achieved with the purchase of the London General Omnibus Company in 1912, as its profits could be used to offset losses elsewhere in the group. In November 1912, Speyer further consolidated the UERL's control of London's underground railways when he negotiated the purchase of London's two other main tube railways, the City and South London Railway and the Central London Railway.

Colonial Architect Mortimer Lewis (1835-1849) and the Director of the Sydney Botanic Gardens Charles Moore (1848-1896), influenced the design of the park. From 1887 it became known as Wynyard Park. When the Sydney underground railways (now part of the Sydney Trains network) were constructed in 1927, Wynyard railway station was constructed by excavating the park and then rebuilding the park after the station had been constructed.

Despite its small size it carried more than a quarter of Britain's passenger traffic because of its network of commuter lines around London, serving some of the most densely populated parts of the country. In addition, South London's geology was largely unsuitable for underground railways, meaning that the Southern Railway faced little competition from underground lines, encouraging a denser network stretching from stations located in close proximity to central London.

He was also a partner in the contract engineering firms of Lucas Brothers, Lucas and Aird, and John Aird and Company, and was actively associated with many of their major contracts, notably London Underground railways and docks, Hull and Barnsley railway and the Aswan Dam. He was additionally a director of the Hull and Barnsley Railway Company. He served as a Justice of the Peace (JP) for both Middlesex and Suffolk. He died in Marylebone in 1915.

This proved hugely successful; every councillor who had supported the cuts lost their seat, and a new Progressive Party council was elected, which reinstated the dismissed staff and their previous conditions.Alec Spoor, White-collar union, pp.51-52 In 1913, Blain left local government employment to work with the new group combining London Underground Railways and the London General Omnibus Company, becoming its Operating Manager in 1914. He left NALGO that year,Alec Spoor, White-collar union, pp.

Most notably, the national flag was hung in every station, and two of the stations were renamed. Extensive plans—mostly the work of architect Albert Speer—were drawn up that included the construction of a circular line crossing the established U-Bahn lines, and new lines or extensions to many outlying districts. Despite such grand plans, no U-Bahn development occurred. In the Nazi period the only addition to Berlin's underground railways was North–South Tunnel of S-Bahn, opened 1936–1939.

The viaduct was built as part of London Underground's project to extend the Piccadilly line from Finsbury Park in the south to Cockfosters in the north which started in 1930."Underground Railways: Big Extension Scheme in London", The Press, Vol. LXVI, Issue 20029, 10 September 1930, p. 11. The extension was built in stages, first to Arnos Grove station (opened 1932), then to Oakwood (then known as Enfield West), during which phase the viaduct was constructed, and finally to Cockfosters.

As there was an increase in traffic, the tracks from Finchley Road to Harrow (now Harrow-on-the-Hill) were to be quadrupled. Four-track operation started between Finchley Road and Kilburn in 1913, extending to Wembley Park in 1915. This created a bottleneck between Finchley Road and Baker Street. On 1 July 1933, the MR amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board, and the MR became the Metropolitan line of London Transport.

A Bombardier Flexity Classic tram in the older part of the city centre There are 9 Tram lines, with trams arriving usually every 10 min. Many sections are served by two lines, combining to give a 5-minute frequency during rush-hour. Tramway network map The construction of underground railways in the last decade has resulted in the trams losing some of their importance to the city's transport infrastructure. Despite this, two new sections have been constructed in recent years.

The 1926 General Strike reduced this to 3 per cent; by 1929 it was back to 4 per cent. In 1913, the Met had refused a merger proposal made by the UERL and it remained stubbornly independent under the leadership of Robert Selbie. The Railways Act 1921, which became law on 19 August 1921, did not list any of London's underground railways among the companies that were to be grouped, although at the draft stage the Met had been included.

On 1 July 1933, the MR amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board (LPTB). As a result the MR became the Metropolitan line of London Transport. The LPTB was not interested in running goods and freight services. Carriage of parcels was discontinued on 2 July 1934; Vine Street goods station (near Farringdon station) closed on 30 June 1936, and the London and North Eastern Railway (LNER) took over all freight traffic from 1 November 1937.

Sir Benjamin Baker (31 March 1840 – 19 May 1907) was an eminent English civil engineer who worked in mid to late Victorian era. He helped develop the early underground railways in London with Sir John Fowler, but he is best known for his work on the Forth Bridge. He made many other notable contributions to civil engineering, including his work as an expert witness at the public inquiry into the Tay Rail Bridge disaster. Later, he helped design and build the first Aswan dam.

The emergency services' communications system however was not compatible and did not work underground. The fact that this situation continued to exist after the 1987 King's Cross fire was criticized in the reports from the 7 July 2005 London bombings, where it hampered rescue efforts. An alternative to using leaky feeder in underground railways is to use Distributed Antenna System (DAS). A DAS system was deployed in some New York City Subway stations by Transit Wireless to provide WiFi and mobile phone and data coverage for customers.

An engraving from the Illustrated London News showing the initial construction stages of London's Metropolitan Railway at King's Cross in 1861.The Beach Pneumatic Transit system was a failed attempt to develop mass transit in New York which occurred in 1870. The history of rapid transit began in London with the opening of the Metropolitan Railway, which is now part of the London Underground, in 1863. By World War I, electric underground railways were being used in Athens, Berlin, Boston, Buenos Aires, Budapest, Glasgow, Hamburg, Liverpool, New York City, Paris, and Philadelphia.

The merger of London's underground railways, tramway companies and bus operators to form the London Passenger Transport Board (LTPB) was followed by the 1935–40 New Works Programme that included extension of the Bakerloo, Central and Northern lines. New trains would be needed and four prototype six-car trains were built, three with streamlined cabs. Modern electrical equipment was fitted under the floor, removing the need for a control compartment on the motor cars, increasing the number of seats to 40. 1938 Stock, without the streamlining, entered service on the Northern line in June 1938.

The Southern Railway and its predecessor companies have had little competition from London Transport south of the River Thames, where the subsoil was largely unsuitable for tunnelling and the mainline railways had extensive networks in place before the underground railways were developed. London Underground's services were advanced over Southern Region (and other) tracks, either through dual-running or by ceding BR tracks to LUL. The LUL service to Wimbledon for instance slowly replaced the former Southern Region service. Tramlink, however, took over the West Croydon to Wimbledon Line in 2000.

On 29 February 1892, Speyer became a naturalised British citizen. Underground Electric Railways of London, 1907 Speyer Brothers' involvement in railway finance brought Speyer into contact with American Charles Yerkes in 1900. In Chicago, Yerkes had led the development of the city's urban transport system, and he went to London to capitalise on the emerging opportunities for new deep-level underground "tube" railways there. He and Speyer headed a consortium of international investors involved in the construction of three of London's underground railways and the electrification of a fourth.

UD signs were used outside stations in Central London. Eventually the UERL controlled all the underground railways except the Met and the Waterloo & City and introduced station name boards with a red disc and a blue bar. The Met responded with station boards with a red diamond and a blue bar. Further coordination in the form of a General Managers' Conference faltered after Selbie withdrew in 1911 when the Central London Railway, without any reference to the conference, set its season ticket prices significantly lower than those on the Met's competitive routes.

Born in 1885, he was educated at Emanuel School then worked for a year for the London, Brighton and South Coast Railway before moving to the Met as assistant architect in 1910. After serving in the Royal Naval Volunteer Reserve during World War I, his was appointed Architect by the Metropolitan Railway in 1921. Elected Fellow of the Royal Institute of British Architects in 1930, he did not join the London Passenger Transport Board in 1933 when the Met was absorbed with the other London underground railways. He died in 1972.

Three days later, it was announced that workers on the underground railways were to join the stoppage on 28 March. The minority Labour government, led by Ramsay MacDonald moved quickly with plans to place "the passenger traffic of the metropolitan area under some co-ordinating control", and the London Traffic Bill received its first reading on 25 March. On 28 March the strike was called off.The History of British Bus Services, John Hibbs, Newton Abbot, 2nd Edition, 1989 The London Traffic Act received the royal assent on 7 August.

This scheme was rejected by parliament. The same year, the Central London Railway (CLR, now the central section of the Central line) submitted a bill that aimed to turn its line running between Shepherd's Bush and Bank into a loop by constructing a second roughly parallel line to the south. This would have run along Piccadilly with a station at St James's Street just to the east of Dover Street. Delayed while a royal commission considered general principles of underground railways in London, the scheme was never fully considered and although it was re-presented in 1903, it was dropped two years later.

Metrocar Map of the Tyne and Wear Metro The city is served by the Tyne & Wear Metro, a system of suburban and underground railways covering much of Tyne & Wear. It was opened in five phases between 1980 and 1984, and was Britain's first urban light rail transit system; two extensions were opened in 1991 and 2002. It was developed from a combination of existing and newly built tracks and stations, with deep-level tunnels constructed through Newcastle city centre. A bridge was built across the Tyne, between Newcastle and Gateshead, and opened by Queen Elizabeth II in 1981.

On 1 July 1933, the Metropolitan Railway, along with London's other underground railways, aside from the short Waterloo & City Railway, was taken into public ownership as part of the newly formed London Passenger Transport Board (LPTB). Thus, despite Brill and Verney Junction being and over two hours' travel from the City of London, the Oxford & Aylesbury Tramroad and the former Aylesbury and Buckingham Railway became parts of the London Underground network. The locomotives and carriages were repainted with London Transport's Johnston Sans emblem. By this time, the route from Quainton Road to Brill was in severe decline.

In 1933, Harry Beck's diagrammatic tube map appeared for the first time. On 1 July 1933, the London Passenger Transport Board (LPTB), was created as a public corporation and the Metropolitan, the UERL underground railways, tramway companies and bus operators were merged into one organisation. On the former Metropolitan Railway the Brill Branch closed in 1935, followed by the line from to Verney Junction in 1936. It was proposed to electrify to Amersham with additional tracks from Harrow to Rickmansworth and to extend the Bakerloo line to Stanmore to relieve the bottleneck on the Metropolitan from Baker Street to Finchley.

After a period of popularity, passenger usage dwindled on the West London Railway. Competition from the new deep-level Underground railways and electric tramways took away custom by offering more direct routes into Central London. With the onset of World War II, the West London line was badly hit in some parts by enemy action during the Blitz and the demise of the line was hastened by wartime bombing. In 1940, LMS steam trains from to Kensington ceased on 20 October and the services to Willesden and Edgware Road Met electric services ceased on 3 and 20 October respectively.

Some of these, particularly Victorian mains that predated London's underground railways, were not constructed to carry currents and had no adequate electrical bonding between pipe segments. The four-rail system solves the problem. Although the supply has an artificially created earth point, this connection is derived by using resistors which ensures that stray earth currents are kept to manageable levels. Power-only rails can be mounted on strongly insulating ceramic chairs to minimise current leak, but this is not possible for running rails which have to be seated on stronger metal chairs to carry the weight of trains.

On 1 July 1933 the Metropolitan Railway, and all of London's other underground railways except the small Waterloo & City Railway, were taken into public ownership as part of the newly formed London Passenger Transport Board (LPTB). As a consequence, despite its distance from London, Waddesdon Road station became part of the London Underground network. One of the two alt=Purple steam locomotive By this time the Brill Tramway was losing significant sums of money. Goods traffic had dwindled, and unlike other areas served by the former Metropolitan Railway there had not been a growth in population and thus passenger numbers remained low.

This was to change in the 1920s. The railway system as it exists today is really the result of the vision and foresight of John Bradfield, one of Australia's most respected and famous civil engineers. He was involved in the design and construction of Sydney underground railways in the 1920s and 1930s, but he is more famous for the associated design and construction of the Sydney Harbour Bridge.Spearritt, P. Sydney's Century: A History Retrieved 9 September 2011 Bradfield's vision for metro-style subways in Sydney was inspired by the subways he observed in Paris, London and New York City.

It was London's first underground line with electric locomotives, and the first to extend south of the river. Electrification allowed the tunnels to be dug deep below ground level, as ventilation for smoke and steam was no longer necessary; the greater depth minimized the costly demolitions and interruptions required by cut-and- cover. In the year 1894, an estimated 228,605,000 passengers used the three underground railways then in operation, compared to 11,720,000 passengers in 1864 using the lone Metropolitan Railway. Before the century came to a close, a second deep-level tube was opened in 1898: the Waterloo & City Line.

However, they require train stations to work although they lower traffic congestion. Subways are underground railways so they do not require buildings to be bulldozed, which makes it a more sensible choice for dense cities. They are more expensive to build than ordinary railways, about 8 in- game currency per tile, however, making it more sensible not to use them to link parts of your city that are far away from each other and do not have buildings in between them. Subway stations are also smaller than train stations, occupying a 1x1 square rather than a 3x3 square for regular stations.

Evolution of the Lisbon Metro, 1959–2012 The idea of building a system of underground railways for the city of Lisbon first arose in 1888. It was first proposed by Henrique de Lima e Cunha, a military engineer who had published a proposal in the journal Obras Públicas e Minas (Public Works and Mines) for a network with several lines that could serve the Portuguese capital. Concrete plans took longer to evolve, though. Lanoel Aussenac d'Abel and Abel Coelho presented theirs in 1923, and José Manteca Roger and Juan Luque Argenti theirs one year later, in 1924.

This was known as "jerking water" and led to the term "jerkwater towns" (meaning a small town, a term which today is considered derisive). In Australia and South Africa, locomotives in drier regions operated with large oversized tenders and some even had an additional water wagon, sometimes called a "canteen" or in Australia (particularly in New South Wales) a "water gin". Steam locomotives working on underground railways (such as London's Metropolitan Railway) were fitted with condensing apparatus to prevent steam from escaping into the railway tunnels. These were still being used between King's Cross and Moorgate into the early 1960s.

On 1 July 1933 the Metropolitan Railway was amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board. To relieve congestion on the District line east of from 1936 some Hammersmith & City line trains were diverted from the East London line to Barking. Through trains to New Cross and New Cross Gate were withdrawn in November 1939, the Hammersmith & City line trains terminating at Whitechapel while the longer 8-car Uxbridge line trains ran to Barking. However, this caused operational problems and from 1941 Barking was again served by trains from Hammersmith.

Cricklewood is an area of London, England, which spans the boundaries of three London boroughs: Barnet to the east, Brent to the west and Camden to the south-east. The Crown pub, now the Clayton Crown Hotel, is a local landmark and lies north-west of Charing Cross. Cricklewood was a small rural hamlet around Edgware Road, the Roman road which was later called Watling Street and which forms the boundary between the three boroughs that share Cricklewood. The area urbanised after the arrival of the surface and underground railways in nearby Willesden Green in the 1870s.

During the final years of the 19th century and the early years of the 20th century numerous competing schemes for underground railways through central London were proposed. A number of the schemes submitted to parliament for approval as private bills included proposals for lines running under Piccadilly with stations in the area of the current Green Park station. alt=map showing locations of proposed stations The first two proposals came before parliament in 1897. The Brompton and Piccadilly Circus Railway (B&PCR;) proposed a line between South Kensington and Piccadilly Circus and the City and West End Railway (C&WER;) proposed a line between Hammersmith and Cannon Street.

Prague Metro map The Prague Metro has three lines, each represented by its own colour on the maps and signs: Line A (green, 17 stations, 17 km), Line B (yellow, 24 stations, 26 km) and Line C (red, 20 stations, 22 km). There are 61 stations in total (three of which are transfer stations) connected by nearly 66 kilometres of mostly underground railways. The metro service operates from 4–5 am until midnight, with about 110 to 200-second intervals between trains and 4–10 minutes off the rush hours. Nearly 600 million passengers use the Prague Metro every year (about 1.6 million daily).

Aldwych Underground station being used as a bomb shelter in 1940 In 1933, most of London's underground railways, tramway and bus services were merged to form the London Passenger Transport Board, which used the London Transport brand. The Waterloo & City Railway, which was by then in the ownership of the main line Southern Railway, remained with its existing owners. In the same year that the London Passenger Transport Board was formed, Harry Beck's diagrammatic tube map first appeared. In the following years, the outlying lines of the former Metropolitan Railway closed, the Brill Tramway in 1935, and the line from Quainton Road to Verney Junction in 1936.

Despite improvements made to other parts of the network, 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. 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. In an effort to protect the UERL group's income, its chairman Lord Ashfield lobbied the government for regulation of transport services in the London area.

From Baker Street, the route was to run eastwards beneath Marylebone Road, then curve to the south under Park Crescent and follow Portland Place, Langham Place and Regent Street to Piccadilly Circus. It was then to run under Haymarket, Trafalgar Square and Northumberland Avenue before passing under the River Thames to Waterloo station. A decision had not been made between the use of cable haulage or electric traction as the means of pulling the trains. Bills for three similarly inspired new underground railways were also submitted to Parliament for the 1892 parliamentary session, and, to ensure a consistent approach, a Joint Select Committee was established to review the proposals.

On 1 July 1933 the Metropolitan Railway, along with London's other underground railways aside from the small Waterloo & City Railway, was taken into public ownership as part of the newly formed London Passenger Transport Board (LPTB). As a consequence, despite it being from the City of London, Westcott station became part of the London Underground network.Foxell (2010), p.66 The Brill Tramway was by this time losing significant sums of money. Goods traffic had dwindled, and unlike other areas served by the former Metropolitan Railway, passenger numbers were low; in 1932 Westcott station saw only 1,560 passengers and collected only £27 (about £ in ) in passenger receipts.

On 1 July 1933 the Metropolitan Railway amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board (LPTB), and the railway became the Metropolitan line of London Transport. The LPTB was not interested in running goods and freight services and the London and North Eastern Railway (LNER) took over all freight traffic. At the same time the LNER became responsible for hauling passenger trains with steam locomotives north of Rickmansworth. The lines north of Aylesbury to Verney Junction and Brill were closed; last train to Brill ran on 30 November 1935 and to Quainton Road and Verney Junction on 2 April 1936.

In 1933 the Metropolitan and District railways were merged with the other underground railways, tramway companies and bus operators to form the London Passenger Transport Board (LTPB). In 1934 ninety former Metropolitan Railway cars were refurbished to form the Circle Stock. Although most of these cars were made in 1921, some were older. The motors were replaced and the cars were repainted a red and cream. Serving the Metropolitan main line there were three incompatible types of multiple unit compartment stock that had been built in 1927–33, and these were assembled into 9 × 8-car and 10 × 6-car trains after Westinghouse brakes were fitted and some cars regeared.

UERL also agreed with other independent railway companies such as the Central London Railway (CLR) to jointly advertise a combined network known as the Underground. On 1 July 1910, the GNP&BR; and the other UERL-owned tube railways (the Baker Street and Waterloo Railway and the Charing Cross, Euston and Hampstead Railway) were merged by private Act of Parliament to become the London Electric Railway Company (LER). The Underground railways still suffered financial issues, and to address this, the London Passenger Transport Board was established on 1 July 1933. There were a number of notable station layout changes in the 1910s and 1920s.

This had opened in November 1890 and had seen large passenger numbers in its first year of operation. Bills for three similarly inspired new underground railways were also submitted to Parliament for the 1892 legislative session, and, to ensure a consistent approach, a Joint Select Committee was established to review the proposals. The committee took evidence on various matters regarding the construction and operation of deep-tube railways, and made recommendations on the diameter of tube tunnels, method of traction, and the granting of wayleaves. After preventing the construction of the branch beyond Euston, the Committee allowed the HStP&CCR; bill to proceed for normal parliamentary consideration.

Despite improvements made to other parts of the network, the Underground railways were still struggling to make a profit. 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. 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. In an effort to protect the UERL group's income Lord Ashfield lobbied the government for regulation of transport services in the London area.

After the famous "Night of Vénissieux" (near Lyon) in August 1942, during which 108 OSE children were saved from capture and deportation, Joseph Weill used Georges Garel, a French Jewish Combat Engineer, to organize a secret network of escape routes (Underground Railways) for the transport of children. Despite many difficulties, Garel completed the network, which covered four major regions of the Southern Vichy Zone (except around Nice), and it was operational by the summer of 1943. None- the-less the final closing of all the houses, however, took more than a year. Each region operated in a cell and was autonomous, under the direction of an area manager.

While the central idea of an underground loop beneath the city was implemented, and stub tunnels built at designated interchanges for provision of future lines, many of his related ideas remain unimplemented. A larger network of lines was proposed for the western, eastern and southern suburbs, however most of these lines remain conceptual and have never been constructed. The building of the bridge coincided with the construction of a system of underground railways in Sydney's Central business district, known today as the City Circle, and the bridge was designed with this in mind. The bridge was designed to carry four lanes of road traffic, flanked on each side by two railway tracks and a footpath.

St James station was proposed to form a vital link in the network by being built on two levels to accommodate both through trains from the North Shore, and City loop traffic in the style demonstrated by Grand Central station, New York. In late 1915 the Government passed a City and Suburban Electric Railways Bill, the Vice President of the Legislative Council saying that "underground railways are a necessary part of great cities all over the world",Spearitt, 1978. Sydney then having a population of 800,000 people. Work on the City railway system commenced in 1916 with the firm of Norton, Griffiths and Co beginning excavations tunnelling and foundation building for the link between Central station to Macquarie Street.

U-Bahn development 1902–2009 The history of the Berlin U-Bahn took its origins in 1880 with an excitation of the entrepreneur Werner Siemens in Berlin to build a high end subway. In the nine years after the founding of the German Empire, the inhabitants of Berlin had risen by over a third, causing increasing traffic problems. Beginning in 1896 then began Siemens & Halske with the construction of the first stretch as overhead railway. On 1 April 1897, the Company has been established for electric elevated and underground railways in Berlin (overhead railway company), which took over the further construction and operation and 1929 went up in the Berlin transport company.

Despite closer co-operation and improvements made to the CLR stations and to other parts of the network, 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. 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. To protect the UERL group's income, its chairman Lord Ashfield lobbied the government for regulation of transport services in the London area.

World War I delayed extensions of the Bakerloo and Central London Railways, and people used the tube stations as shelters during air raids in 1915. After the war, government-backed financial guarantees were used to expand the network, and the tunnels of the City and South London and Charing Cross, Euston and Hampstead Railways were linked at Euston and Kennington, although the combined service was not named the Northern line until later. The Piccadilly line was extended north to Cockfosters and took over District line branches to Harrow (later Uxbridge) and Hounslow. In 1933, the underground railways and all London area tram and bus operators were merged into the London Passenger Transport Board (LPTB).

In 1890 the Whessoe Foundry Company Limited was formed, and in 1920 the company was publicly listed on the London Stock Exchange as Whessoe Foundry and Engineering Co Ltd, Shell acquired 51% of the shares. From 1890 onwards the company became focused on equipment for the gas and oil industries, such as gas holders, as well as making tunnel linings for underground railways, and later expanded into equipment for the nuclear and petrochemical industries. Throughout this period the Heavy Engineering Divisions were major contractors in nuclear power, being involved with the design and construction of reactor vessels for most British stations from Calder Hall to the AGR (Advanced gas-cooler reactors) at Hunterston B and Hinkley B.

The Metropolitan Railway opened to the public on 10 January 1863 and was quickly seen as being a great success, carrying 9.5 million passengers in its first year. On 27 November 1863, the NW&CCR;'s private bill was announced, one of many speculative underground railways being promoted that hoped to emulate the MR's success. The NW&CCR;'s act received Royal assent on 29 July 1864, but most of the others were unsuccessful. The NW&CCR;'s proposed line was to run between the London and North Western Railway's (L&NWR;'s) terminus at Euston and the South Eastern Railway's (SER's) terminus at Charing Cross (then still under construction), with both mainline companies supporting the proposals.

The second extension took the line south-west from South Kensington, via Fulham Road, to connect to the DR's line south of Walham Green station (now Fulham Broadway). The bill also included provisions for the B&PCR; to take over responsibility for construction of the section of the DR's deep-level line from South Kensington to Earl's Court, and for a further extension of time. The opening of the CLR on 30 July 1900 had stimulated interest in underground railways, and the B&PCR;'s bill was submitted to Parliament at the same time as a large number of other bills for tube lines in the capital. To review these bills, Parliament established a joint committee under Lord Windsor.

Despite closer co- operation and improvements made to the Bakerloo stations and to other parts of the network, 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 revenue, to use profits from the bus company to subsidise the less profitable railways. 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. To protect the UERL group's income, its chairman Lord Ashfield lobbied the government for regulation of transport services in the London area.

On 1 July 1933 the Metropolitan Railway, along with London's other underground railways aside from the small Waterloo & City Railway, was taken into public ownership as part of the newly formed London Passenger Transport Board (LPTB). Thus, despite it being over and over two hours travel from the City of London, Wood Siding became a London Underground station. As a cost-cutting measure Wood Siding became unstaffed and the porter's hut was sold as a garden shed; from then on, the train crew would work the crossing gate. It was now officially a part of the London Underground network, but Wood Siding—in common with all Metropolitan line stations north of Aylesbury—was never shown on the tube map.

By 1907, Londoners had seen the network of deep tube underground railways expand from the original C&SLR; line of 1890 with its six stations to a network of seven lines serving more than 70 stations. These companies, along with the sub-surface Metropolitan Railway and District Railway, criss-crossed beneath the city streets, competing with one another for passengers as well as with the new electric trams and motor buses. In several cases pre-opening predictions of passenger numbers had proven to be over optimistic. The reduced revenues generated from the lower numbers of passengers using the lines made it difficult for the operators to pay back the capital borrowed and pay dividends to shareholders.

Elevated railways are a cheaper and easier way to build an exclusive right-of-way without digging expensive tunnels or creating barriers. In addition to street level railways they may also be the only other feasible alternative due to considerations such as a high water table close to the city surface that raises the cost of, or even precludes underground railways (e.g. Miami). Elevated guideways were popular around the beginning of the 20th century, but fell out of favor; they came back into fashion in the last quarter of the century—often in combination with driverless systems, for instance Vancouver's SkyTrain, London's Docklands Light Railway, the Miami Metrorail, and the Bangkok Skytrain.

On 1 July 1933 the Metropolitan Railway, along with London's other underground railways except for the small Waterloo & City Railway, was taken into public ownership as part of the newly formed London Passenger Transport Board (LPTB). Thus, despite it being and over two hours' travel from the City of London, Brill station became a terminus of the London Underground network.Foxell (2010), p.66 Frank Pick, Managing Director of the Underground Group from 1928 and the Chief Executive of the LPTB, aimed to move the network away from freight services, and saw the lines beyond Aylesbury via Quainton Road to Brill and Verney Junction as having little future as financially viable passenger routes,Foxell (2010), p.

On 1 July 1933 the District Railway amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board, and from 23 October 1933 Piccadilly line trains ran through to Uxbridge and the District line shuttle withdrawn. The District line had 173 motor cars that were less than fifteen years old, but these ran with trailer cars that were of the original wooden bodied type built in 1904–05. The 1935–40 New Works Programme saw the replacement of these trailers and the upgrading of motor cars with electro-pneumatic brakes and guard controlled air-operated doors. The first Q Stock train entered service in November 1938, trains running in mixed formation with shorter length trains running off-peak.

In 1884, the City of London and Southwark Subway (CL&SS;) was granted parliamentary approval to construct an underground railway from King William Street in the City of London to Elephant & Castle in Southwark. Unlike previous underground railways in London that had been constructed using the cut and cover method, the CL&SS; was to be constructed in a pair of deep-level tunnels bored using tunnelling shields with circular segmental cast-iron tunnel linings. James Henry Greathead was the engineer for the railway and had used the tunnelling method on the Tower Subway bored under the River Thames in 1869. Construction work began in 1886, and in 1887 the railway was granted additional approval for an extension to Kennington, Oval and Stockwell.

Despite the modernisation of the C&SLR; and other improvements made to other parts of the network, the Underground railways were still struggling to make a profit. The Underground Group's ownership of the highly profitable London General Omnibus Company (LGOC) since 1912 had enabled the Group, through the pooling of revenues, to use profits from the bus company to subsidise the less profitable railways. However, competition from numerous small bus companies during the early years of the 1920s eroded the profitability of the LGOC and had a negative impact on the profitability of the whole Group. In an effort to protect the Group's income, its managing director/Chairman, Lord Ashfield, lobbied the government for regulation of transport services in the London area.

After a period of heavy passenger usage, it began to dwindle in popularity as competition from the new deep-level Underground railways and electric tramways took away custom by offering more direct routes into central London. With the onset of World War II, the West London Railway was badly hit in some parts by enemy action during the Blitz and the demise of the line was hastened by the wartime bombing. In 1940, London, Midland and Scottish Railway steam trains from to Kensington ceased on 20 October and Willesden-Edgware Road electric services ceased on the same day. Other stations on the line such as were more severely damaged than Chelsea & Fulham, and although the damage to Chelsea & Fulham was minimal, it never reopened.

After the formation of the London Passenger Transport Board in 1933, the MR was amalgamated with the other Underground railways and the line was renamed the Northern City Line. In 1934 it was re-branded as part of the Edgware–Morden line (which was renamed the Northern line in 1937), and in 1939 operations were transferred from the Metropolitan to the Northern. As part of London Transport's New Works Programme, the Northern Heights plan was to connect the Northern City Line at Finsbury Park to existing main-line suburban branches running to Alexandra Palace, High Barnet and Edgware, which would be taken over by London Transport and electrified. The Highgate branch of the Edgware–Morden line would connect to this network north of Highgate.

Bill No. 2 proposed two extensions: from Kentish Town to Brecknock Road, Archway Tavern, Archway Road and Highgate in the north and from Charing Cross to Parliament Square, Artillery Row and Victoria station in the south. The extension to Golders Green would take the railway out of the urban and suburban areas and into open farmland. While this provided a convenient site for the CCE&HR;'s depot it is believed that underlying the decision was Yerkes' plan to profit from the sale of development land previously purchased in the area that would rise in value when the railway opened. The CCE&HR;'s two bills were submitted to Parliament at the same time as a large number of other bills for underground railways in the capital.

Electric locomotives were first used on the London Underground when the first deep-level tube line, the City and South London Railway (C&SLR;), was opened in 1890. The first underground railways in London, the Metropolitan Railway (MR) and the District Railway (DR), used specially built steam locomotives to haul their trains through shallow tunnels which had many ventilation openings to allow steam and smoke to clear from the tunnels. It was impractical to use steam locomotives in the small unvented tubular tunnels of the deep-level lines, and the only options were rope haulage (as on the Glasgow Underground) or electric locomotives. The C&SLR; was opened just a few years after the very first use of electricity to drive rail vehicles (trains or trams) and the primitive locomotives reflected this.

Electric Locomotive No.12 "Sarah Siddons" seen at a heritage event at Amersham in 2008 An up train passing Neasden Depot in 1959 On 1 July 1933 the Metropolitan was amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board, and a period of rationalisation followed. While the Metropolitan was run as an outer suburban route with steam-hauled trains and goods services, the LPTB wished to focus on electrified trains and suburban traffic. Goods services were passed to the London and North Eastern Railway, which also took over the role of providing steam locomotives for trains beyond the end of electrification at Rickmansworth. All services north-west of were withdrawn by 1936 though services returned to between 1943 and 1948.

London's Metropolitan Railway (MR) amalgamated with other underground railways, tramway companies and bus operators on 1 July 1933, to form the London Passenger Transport Board (LPTB); the MR became the Board's Metropolitan line. The LPTB cut back services to , closing the Brill and branches, and invested in new rolling stock and improving the railway between Baker Street and Harrow-on-the-Hill, including the extension of the Bakerloo line which took over the Stanmore branch. The outbreak of the Second World War saw these works suspended, and it was not until 1948 that Harrow-on-the-Hill station was enlarged to six platforms. Steam locomotives were used north of Rickmansworth until the early 1960s, when they were replaced following the electrification of the tracks to Amersham and the introduction of new electric multiple units.

Metro-1 from Metro-2, actually a switch at Troparovo to a buffer stop, on Metro-1. In the summer of 1992, the literary and journalistic magazine Yunost ('Юность') published a novel by the author and screenwriter Vladimir Gonik entitled Preispodniaia ('Преисподняя') (English: Abyss), set in an underground bunker in Moscow. Earlier, in the spring of that year, excerpts from the novel had been published in the weekly newspaper Sovershenno sekretno (ru). In an interview with both the newspaper's editor and Gonik in 1993, the author stated that the term "Metro-2" had been introduced to them, and that the novel had been written based on information collected over the previous 20 years by the two of them on things such as secret bunkers and the underground railways connecting them.

Trains on the North East MRT Line in Singapore, manufactured by Alstom of France, are fully automated and are not manned by any driver. In the early days of underground railways, at least two staff members were needed to operated each train: one or more attendants (also called "conductor" or "guard") to operate the doors or gates, as well as a driver (also called the "engineer" or "motorman"). The introduction of powered doors around 1920 permitted crew sizes to be reduced, and trains in many cities are now operated by a single person. Where the operator would not be able to see the whole side of the train to tell whether the doors can be safely closed, mirrors or closed-circuit TV monitors are often provided for that purpose.

The B&SWR;'s station building designed by Leslie Green stood on Baker Street and served the tube platforms with lifts, but these were supplemented with escalators in 1914, linking the Metropolitan line and the Bakerloo line platforms by a new concourse excavated under the Metropolitan line. An elaborately decorated restaurant and tea-room was added above Green's terminal building, the Chiltern Court Restaurant, which was opened in 1913. On 1 July 1933, the MR and BS&WR; amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board (LPTB), and the MR became the Metropolitan line, while the BS&WR; became the Bakerloo line of London Transport. However, there was a bottleneck on the Metropolitan line at Finchley Road where four tracks merge into two to Baker Street.

On 1 July 1933 the District Railway amalgamated with other Underground railways, tramway companies and bus operators to form the London Passenger Transport Board, and from 23 October 1933 Piccadilly line trains ran through to Uxbridge and the District line shuttle was withdrawn. Most of the trailer cars on the District line were the 1904–1905 B Stock type with wooden bodies, but motor cars were less than fifteen years old. The 1935–1940 New Works Programme saw the Q Stock formed from these motor cars, upgraded with electro-pneumatic brakes and guard controlled air-operated doors, and the trailers replaced with new vehicles. The off-peak District line services on the Hounslow branch were withdrawn on 29 April 1935 and South Acton served by a shuttle to Acton Town.

Originally, the MR served all stations south from Wembley Park to Baker Street station but the line suffered from congestion due to limited capacity on the tracks heading into Baker Street. Following the combination of the MR and London's other underground railways to form the London Passenger Transport Board (LPTB) in 1933, the LPTB took steps to alleviate the congestion by constructing new Bakerloo line tunnels from Baker Street to connect to the Metropolitan's tracks south of Finchley Road station. From 20 November 1939, the Bakerloo line then took over the Metropolitan stopping services between Wembley Park and Finchley Road and the Stanmore branch. To handle the exceptional passenger numbers associated with the 1948 Olympics held at Wembley Stadium, the original station building was extended and given a new ticket hall and additional circulation routes and platform stairs.

Escher Straße station in Cologne City rail transport in Cologne dates back as far as 1877 when the first horse-drawn railway was operated, by the 1900s electric trams had been introduced. During the first half of the twentieth century the network expanded in all directions, further expansion occurred in the second half of the century; in particular underground railways; by 1974 over 40 km of underground track and 13 km of overhead track had been built. In 1960 the company became an aktiengesellschaft (limited company) owned by the City of Cologne and Stadtwerke Köln. In 1992 the Köln-Bonner Eisenbahn (KBE) and Köln- Frechen-Benzelrather Eisenbahn (KFBE) merged into the Häfen und Güterverkehr Köln (HGK) to form a new freight company; the KVB took over the passenger tram lines 16 and 18 of the KBE.

In the late nineteenth century, Hobart's population had risen over 50,000, but its area was little more than a square mile, and still had no public transportation services, although horse- drawn coaches were available for access to out-lying towns and regional Tasmania. Hobart had begun to grow and develop, and was slowly constructing the features and resources expected of a modern European city. By the late nineteenth century most major cities in Europe were developing public transport systems such as underground railways or tram networks, and the citizens of Hobart were calling for something similar for their town. Some Hobartians saw that a workable public-transport system was essential for economic growth, and had witnessed the positive benefits that such systems were bringing to the mainland capitals of Sydney and Melbourne, which had developed steam, horse and cable-powered public transport networks.

In an effort to improve their collective situations, most of the underground railways in London: the C&SLR;, the CLR, the Great Northern & City Railway and the Underground Electric Railways Company of London (UERL, which operated the Baker Street & Waterloo Railway (BS&WR;), the Great Northern, Piccadilly & Brompton Railway (GNP&BR;), the CCE&HR; and the DR) began, from 1907, to introduce fare agreements. From 1908, they began to present themselves through common branding as the Underground. The Waterloo & City Railway, operated by the main-line London and South Western Railway, was the only tube railway that did not participate in the arrangement. In 1912, the C&SLR; submitted another bill for Parliamentary consideration seeking to increase its capacity by enlarging its tunnels to the larger diameter used for the tunnels of the more recently built railways to allow larger, more modern rolling stock to be used.

Constructed on the French side of its borders with Italy, Switzerland, Germany, and Luxembourg, the line did not extend to the English Channel due to French strategy that envisioned a move into Belgium to counter a German assault. Based on France's experience with trench warfare during World War I, the massive Maginot Line was built in the run-up to World War II, after the Locarno Conference gave rise to a fanciful and optimistic "Locarno spirit". French military experts extolled the Line as a work of genius that would deter German aggression, because it would slow an invasion force long enough for French forces to mobilise and counterattack. The Maginot Line was invulnerable to aerial bombings and tank fire and had underground railways as a backup; it also had state-of-the-art living conditions for garrisoned troops, supplying air conditioning and eating areas for their comfort.

Construction of the Metropolitan Railway, London's first Underground line, in 1861 With traffic congestion on London's roads becoming more and more serious, proposals for underground railways to ease the pressure on street traffic were first mooted in the 1840s, after the opening of the Thames Tunnel in 1843 proved such engineering work could be done successfully. However, reservations over the stability of underground tunneling persisted into the 1860s and were finally overcome when Parliament approved the construction of London's first underground railway, the Metropolitan Railway. Begun in 1860 and completed in 1863, the Metropolitan inaugurated the world's oldest mass transit system, the London Underground; it was created by the cut-and-cover method of excavating a trench from above, then building reinforced brick walls and vaults to form the tunnel, and filling in the trench with earth. The Metropolitan initially ran from Farringdon in the east to Paddington in the west.

Robinson was ever on the lookout for business opportunities in Australia: in 1905 when the Broken Hill mines were struggling with a host of problems he organised a luxury private carriage on the "Barrier" train for an invited group of industrialists and investors, who invested thousands of pounds of British capital into the North and South mines, Zinc Corporation, and Amalgamated Zinc Companies. Robinson and Clark formed a company Broken Hill Syndicate Limited with W.L., E.L. and W. Baillieu and others. Although he made his fortune through mining stocks, Robinson was also interested in industrials: he was a major shareholder director of the London Motor Omnibus Company, and the London Underground Railways. As a director of the omnibus company he was concerned at the reputation motor 'buses had for unreliability, and insisted on a daily overhaul of each bus, whether giving problems or not, with immediate beneficial results.

British Museum station was opened on 30 July 1900 by the Central London Railway (CLR; now the Central line), with its entrance located at No. 133, High Holborn (now a branch of the Nationwide Building Society), near the junction with New Oxford Street. In December 1906, Holborn station was opened by the Great Northern, Piccadilly and Brompton Railway (GNP&BR; now the Piccadilly line) less than 100 yards away. Despite being built and operated by separate companies, it was common for the underground railways to plan routes and locate stations so that interchanges could be easily formed between services. This had been done by other lines connecting with the CLR stations at Oxford Circus and Tottenham Court Road, but an interchange station was not initially constructed between the GNP&BR; and the CLR because the tunnel alignment to British Museum station would not have been suitable for the GNP&BR;'s route to its Strand station (later renamed Aldwych).

A picture of a City and South London Railway train from The Illustrated London News, 1890 Given the small dimension of the tunnels as well as the difficulty of providing sufficient ventilation, steam power, as used on London's other underground railways, was not feasible for a deep tube railway. Like Greathead's earlier Tower Subway, the CL&SS; was intended to be operated by cable haulage with a static engine pulling the cable through the tunnels at a steady speed. Section 5 of the 1884 Act specified that: The Patent Cable Tramway Corporation owned the rights to the Hallidie cable-car system first invented and used in San Francisco in 1873; trains were attached to the cable with clamps, which would be opened and closed at stations, allowing the carriages to disconnect and reconnect without needing to stop the cable or to interfere with other trains sharing the cable. There were to be two independent endless cables, one between City station and Elephant and Castle moving at , and the other between Elephant and Castle and Stockwell, where the gradient was less, at .

On 1 July 1933 the Metropolitan Railway, along with London's other underground railways aside from the short Waterloo & City Railway, was taken into public ownership as part of the newly formed London Passenger Transport Board (LPTB). Thus, despite it being and over two hours travel from the City of London, Wotton formally became a London Underground station, although in common with other Metropolitan line stations north of Aylesbury it was never shown on the tube map. Frank Pick, Managing Director of the Underground Group from 1928 and the Chief Executive of the LPTB, aimed to move the network away from freight services and saw the lines beyond Aylesbury via Quainton Road to Brill and Verney Junction as having little future as financially viable passenger routes, concluding that over £2,000 (about £ in ) would be saved by closing the Brill Tramway. One of the two alt=Purple steam locomotive With Pick wanting to abandon freight services and seeing no future for the extremities of the former Metropolitan Railway as passenger routes, the LPTB decided to abandon all passenger services beyond Aylesbury.

The GN&SR; was merged with the Brompton and Piccadilly Circus Railway to form the GNP&BR.; It was constructed with the smaller-diameter tube tunnels common to other underground railways being constructed in London at that time. Its platforms were constructed by the GNR parallel with the GN&CR;'s platforms beneath the main line station. The transport interchange at Finsbury Park had long been recognised as a severe bottle-neck for passengers heading north from central London and calls had been regularly made to improve the situation by extending northwards one of the two underground lines serving the station. Until the mid-1920s this had been resisted by the GNR and its successor the LNER as a threat to its suburban passenger traffic, but mounting pressure finally forced the LNER to relinquish its veto and lift its objections to the Underground making an extension. With financial support from the government, the Underground began construction of an extension of the Piccadilly line northwards to Cockfosters and the first section, to Arnos Grove, opened on 19 September 1932.

In 1904 the Great Northern & City Railway underground railway had opened, running from the City of London to a terminus at Finsbury Park station, followed in 1906 by the Great Northern, Piccadilly & Brompton Railway (GNP&BR;) from the western suburbs through central London to Finsbury Park, approximately south of Noel Park; both were prevented from expanding further north by a legal agreement with the Great Northern Railway giving the GNR a veto on any expansion of underground railways into areas within which they would compete with the GNR.Croome, p. 26 This led to serious congestion at Finsbury Park as passengers from the expanding suburbs changed from buses and trams to the GN&CR; and GNP&BR;, and in June 1923 a petition of 30,000 signatures calling for the extension of one of the underground lines northwards was delivered to the Ministry of Transport. The London and North Eastern Railway (LNER), successor to the GNR, was compelled by the Ministry of Transport to waive the veto or proceed with its own electrification.