| | The W&C is only l½ miles long, but for 100 years it has been a very important line, carrying far more passengers than many much longer lines elsewhere. It owes its origin to the fact that, like most other main line railway terminal stations bringing passengers from afar to the city of London, the Waterloo terminus of the LSWR was still a long way from the real centre of the City. This book sets out to record a century of history of the Waterloo & City and transport historian John Cillham has done so very thoroughly. The W&C remained until very recently under the ownership of the LSWR and its successors, and it was the only underground railway never to come into the empire of the Underground or the Metropolitan companies, nor therefore of the Loncion Passenger Transport Board, at any rate not until nearly 101 years after the passing of its Act which created it, but in 1994 it was transferred to the London Underground. The line today, and its two stations, is still very much the same as when first built, with various small improvements, especially better access facilities at the City end, and it was completely re-equipped with new rolling-stock in 1940 and again in 1993. The Waterloo & City has always been physically isolated from all other railways, both surface railways and undergmund railways. Over the years there have been several proposaLs to extend it to join up with other existing lines, but all have been investigated and rejected. Its total physical isolation has always meant that rolling stock cannot be taken onto or off it bv ordinary conventional methods, and this can only be done vertically, by means of a hoist or a crane, which is quite a major operation. Contents:
- Preface
- To the City before the Tube came
- Road and Rail North of the Thames
- The Waterloo & City Bill in Parliament
- The Company is Incorporated
- Boring and Lining the Tunnel
- The Station at Waterloo and Signalling
- Further Progress in the Tunnels
- The Baker Street and Waterloo
- Central London Railway and Bank Station
- Generating Station and Electrical Plant
- Some More Board Meetings
- The Contract for Rolling Stock
- The Armstrong Lift and Hydraulic Power
- The Inclined Subway at the City
- Further Progress Month by Month
- The Official Opening Ceremony
- Roller Bearings, Power and Speed
- The First Two Years of Operation
- The Meeting of the Civil Engineers
- The 1900 Single Cars and the 1901 Report
- The Turn of the 20th Century
- The South Western Takes Over
- Enlarging the Main Line Station
- A Different Power Station
- Proposed Escalators and Route Extensions
- How to Eliminate the Nasty Slope
- New Trains, New Signals and Power Supply
- Trouble with the Abbot Lift and Armstrong Lift Rolling Stock Overhauls and Bogie Troubles
- The Festival of Britain
- Escalators, and Subway to the Central Line
- The Travolator instead of Escalators
- The Travolator Project Goes Ahead
- Boilers, Tickets, Depot, Films and Flood
- Preparation for a New Fleet of Trains
- New Trains come in and Old Ones depart
- Now part of the London Underground
- The Centenary and Afterwards
- Appendices
Continent: Europe
Country: UK
Area: UK London | | Tag cloud: waterloo afar terminus lswr cillham empire metropolitan rolling-stock hoist crane gillham tube tunnel armstrong subway ceremony roller slope abbot bogie festival travolator flood | Tell a friend about this publication  |
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