From its creation to the present day, London Underground's 160-year history has been an eventful one. First Capital Connect is a railway company created on 1 April 2006 following the takeover of the wagn (West Anglia Great Northern Railway) and Thameslink franchises. This, the first electric railway in England, [note 7] will, I hope, do much to relieve the congestion of traffic which exists in the City. Business men who have great distances to come will by this means find an easy way of leaving the City and of enjoying the fresh air of the country. The railway will also be a material boon to the working man who is obliged to work all day in a not always pleasant atmosphere; for it will enable him also to get a little fresh air. Tunnelling work at the project to modernise and expand Bank Underground station finishes, marking a major milestone in the project Given the small dimension of the tunnels, 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. [12] Section 5 of the 1884 Act specified that:

The first section of the Metropolitan District Railway, from South Kensington to Westminster (now part of the District and Circle lines), opens The proposed railway was to run from the as yet unfinished C&SLR station at Angel to the main-line stations at King's Cross, St Pancras and Euston. The I&ER bill coincided with a rash of other railway bills encouraged by the successful opening of the Central London Railway (CLR) in 1900 and was considered alongside these by another Parliamentary Joint Committee in 1901. The bill was approved, [47] but the time taken for the committee's review meant that it had to be resubmitted for the 1902 parliamentary session. [48] Boring of the Northern line extension tunnels from Kennington to Battersea is completed in November Network Tests for New Signalling Systems" (Press release). Tube Lines. 24 August 2005. Archived from the original on 5 January 2008. Northern line facts". Transport for London. Archived from the original on 12 March 2012 . Retrieved 12 March 2012.Deep under the City of London lies the oldest disused tube station in London, and one that’s currently a hive of activity. The traffic of the subway shall be worked by ... the system of the Patent Cable Tramway Corporation Limited or by such means other than steam locomotives as the Board of Trade may from time to time approve". File:Ltmd-c&slr-number13-01.jpg In an effort to protect the Group's income, its Managing Director/Chairman, Lord Ashfield, lobbied the government for regulation of transport services in the London area. During the 1920s, a series of legislative initiatives was made in this direction, with Ashfield and Labour London County Councillor (later MP) Herbert Morrison, at the forefront of debates as to the level of regulation and public control under which transport services should be brought. Ashfield aimed for regulation that would give the existing Group protection from competition and allow it to take substantive control of the LCC's tram system; Morrison preferred full public ownership. [76] Eventually, after several years of false starts, a bill was announced at the end of 1930 for the formation of the London Passenger Transport Board, a public corporation that would take control of the Underground Group, the Metropolitan Railway as well as all buses and trams within an area designated as the London Passenger Transport Area. [77] The Board was a compromise – public ownership but not full nationalisation – and came into existence on 1 July 1933. On this date, the C&SLR and the other Underground companies were liquidated. [78] For a history of the line after 1933 see Northern line Legacy [ ] The bill received Royal Assent as the City of London and Southwark Subway Act, 1884 on 28 July 1884. [6] Section 5 of the Act stated: This is King William Street station, and it’s currently serving a useful function as part of the Bank station upgrade project, which I wrote about last week.

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.

The Underground Electric Railway Company of London (known as the Underground Group) is formed. By the start of WWI, mergers brings in all lines except the Metropolitan line

Surrey Canal Road Station campaign". Archived from the original on 14 June 2010 . Retrieved 17 December 2012. Runaway of an engineering train from Highgate 13 August 2010 (Technical report). RAIB. 2011. 09-2011. TfL responds to the global coronavirus pandemic, asking people to follow Government guidance and not travel on public transportA new, wider southbound Northern line platform opens at Bank station, following a 17-week closure of the Bank branch of the Northern line The bill was rejected on the grounds that the extension failed to make a connection to the existing line. In November 1891, the C&SLR published details of a revised bill for the extension to Islington. The company had recognised the deficiencies of its King William Street station and, just a year after the line had opened, planned to construct a new pair of tunnels to bypass the problematic northern section.

The 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. [75] 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. an extension of time for the 1890 Act and to allow for a new approach tunnel to be built into King William Street station. [32] Approved as the City and South London Railway Act 1895 on 14 April 1895. [33] In conjunction with the works to integrate the two lines, two major extensions were undertaken: northwards to Edgware in Middlesex (now in the London Borough of Barnet) and southwards to Morden in Surrey (then in the Merton and Morden Urban District, but now in the London Borough of Merton). Shortly before it opened to the public, the C&SLR gave notice of its intention to submit another private bill to Parliament, to construct a new line from its northern terminus at King William Street towards Islington. [26] Because of the awkward arrangement of King William Street station, the extension was not to be connected directly to the existing running tunnels but was to be linked via a pedestrian subway through which passengers could make interchanges between the separate lines. The bill was rejected on the grounds that the extension failed to make a connection to the existing line. [27] In November 1891, the C&SLR published details of a revised bill for the extension to Islington. [28] The company had recognised the deficiencies of its King William Street station and, just a year after the line had opened, planned to construct a new pair of tunnels to bypass the problematic northern section. Charing Cross, Euston & Hampstead Railway (now part of the Northern line) opens and runs from Charing Cross to Golders Green and Highgate (now Archway). Albert Stanley (later Lord Ashfield) is appointed General Manager of the Underground Electric Railway Company of London Limited

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Bond Street station upgrade is completed, expanding capacity 30% to prepare for the Elizabeth line. Both Bond Street and Tottenham Court Road stations, serving either end of Oxford Street, become step-free Much of the cabling that runs around the old station is modern, being part of the Jubilee line Extension project, which made use of the old C&SLR tunnels under the Thames to run power cables into the City. Those old tunnels are now pretty much severed by the Jubilee line though.