Central London Railway

The Central London Railway (CLR) was a historic deep-level electric railway company whose tunnels and stations form the central section of the present-day London Underground Central line. Established in 1889, it was created to build a new east–west underground route linking the rapidly developing districts west of London with the commercial centre of the City. The railway became popularly known as the “Twopenny Tube” because it initially charged a uniform fare of two pence for travel between any two stations. The original proposal envisaged a route from Bayswater to King William Street, with a possible connection to the City and South London Railway. Parliamentary opposition, concerns about subsidence and the protection of major buildings, and the uncertain financial climate surrounding underground railway schemes led to repeated revisions. The authorised route was eventually redirected through the West End and City, with its eastern terminus at or near Liverpool Street and its western terminus at Shepherd’s Bush. Capital was assembled in the mid-1890s by a syndicate that included Ernest Cassel, Henry Oppenheim, Darius Ogden Mills and members of the Rothschild family. Construction was undertaken between 1896 and 1900 by the Electric Traction Company under the direction of engineers including James Henry Greathead, John Fowler, Benjamin Baker and, after Greathead’s death, Basil Mott. The line opened to the public on 30 July 1900, following an official opening by the Prince of Wales on 27 June. It ran entirely underground for approximately 9.14 kilometres between Shepherd’s Bush and Bank, serving 13 stations at opening, although Bond Street opened shortly afterward. Electricity was generated at a power station near Wood Lane and supplied to trains through a 550-volt direct-current third-rail system. The railway used large American-built electric locomotives and purpose-built carriages. Heavy locomotives caused noticeable vibration in buildings along the route, prompting technical investigations and a transition to lighter multiple-unit trains by 1903. The CLR initially attracted exceptionally high ridership. It carried nearly 15 million passengers in its opening year and achieved annual traffic of roughly 45 million passengers during its strongest early period. Its flat fare and frequent service made it a significant competitor to existing Metropolitan and District Railway services, as well as to horse buses. Competition intensified, however, as other underground lines expanded and motorised buses became more practical. The company responded through extensions and operational improvements. It reached Wood Lane in 1908, Liverpool Street in 1912, and, using a former Great Western Railway route, Ealing in 1920. The railway was absorbed by the Underground Electric Railways Company of London in 1913. It later became part of the London Passenger Transport Board when London’s underground and bus operations were brought into public ownership in 1933. The CLR ceased to exist as an independent company, but its infrastructure survived as the central portion of the Central line. Several original stations were rebuilt, renamed or closed, and the historic route was progressively integrated into the wider London Underground network.

The Central London Railway originated during the late nineteenth-century expansion of underground railway proposals in London. In 1889 its promoters announced a private bill for an electrically operated deep-level railway from Bayswater to the City. The initial plan followed Bayswater Road, Oxford Street and the streets leading toward King William Street, and contemplated a connection with the City and South London Railway. The proposal encountered resistance from established railway companies, the City Corporation and religious authorities concerned about competition, subsidence and the possible effect of tunnelling on major structures. Parliament rejected the first bill in the House of Lords and indicated that the project should be reconsidered after the City and South London Railway had demonstrated the practicality of deep-level electric operation. Revised proposals in 1890 and 1891 moved the western end to Shepherd’s Bush and altered the alignment through Notting Hill, the West End and the City. The connection with the City and South London Railway was abandoned, and the eastern route was subsequently redirected toward Liverpool Street. The revised scheme received parliamentary approval through the Central London Railway Acts of 1891 and 1892. Financial backing was assembled by a syndicate associated with Ernest Cassel, Henry Oppenheim, Darius Ogden Mills and the Rothschild family. In 1894 the syndicate established the Electric Traction Company to arrange construction. Public interest in railway securities was cautious, so much of the share capital had to be retained or purchased by members of the syndicate and the construction company. Construction began in 1896 after delays in raising capital and acquiring station sites. James Henry Greathead, John Fowler and Benjamin Baker were associated with the engineering design. Greathead died shortly after work commenced and was succeeded in the project by Basil Mott. Horace Field Parshall advised on the electrical system. Tunnels were bored beneath streets, generally in parallel at considerable depth, although narrow roadways sometimes required one tunnel to be placed above the other. The tunnels were constructed with cast-iron segmental linings. At Bank, complex work was required to create an underground ticket hall beneath the roadway while accommodating existing utility services. Delays and costs associated with the City section required additional parliamentary time. The railway’s stations were designed principally by Harry Bell Measures. Except at Bank, they generally had above-ground buildings faced in pale terracotta and planned so that additional commercial development could be added later. Lifts supplied by the Sprague Electric Company connected street level with the deep platforms. Electricity was generated at Wood Lane, transformed and distributed to the trains through a third rail. The original rolling stock consisted of American-built electric locomotives from General Electric and carriages supplied by British manufacturers. The locomotives were powerful but unusually heavy, and soon after opening residents and businesses above the line complained of vibration. The Prince of Wales formally opened the railway on 27 June 1900, and public services began on 30 July. The route initially ran for about 9.14 kilometres from Shepherd’s Bush to Bank and served 13 stations, with Bond Street following shortly after opening. Its simple two-pence fare produced the popular “Twopenny Tube” nickname. Ridership was immediately strong, reaching almost 15 million passengers during 1900 and approximately 45 million annually in the railway’s early peak years. The CLR took traffic from surface buses and from the older Metropolitan and District Railway services. Technical work to address vibration led to experiments with lighter locomotives and self-propelled multiple-unit trains. The latter solution proved more effective, and by June 1903 most services used trains in which driving motor cars were distributed through the formation rather than relying on a single heavy locomotive. The CLR expanded its network in stages. The western extension to Wood Lane opened in 1908, the eastern extension to Liverpool Street opened in 1912, and a further western extension along a former Great Western Railway route reached Ealing in 1920. Despite these improvements, the CLR faced increasing competition from other underground routes and from motor buses. It joined the Underground Electric Railways Company of London in 1913, losing its independent corporate position while remaining an important route. In 1933 it was transferred to the London Passenger Transport Board along with the wider London underground system. The original railway company disappeared, but the route, stations and operating concept became the foundation of the central section of the modern Central line.

1. 1933Transfer to London Passenger Transport Board

   The CLR entered public ownership as part of the creation of the London Passenger Transport Board.

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2. 1920Extension reaches Ealing

   The line was extended westward along a Great Western Railway route to Ealing.

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3. 1913Acquisition by Underground Electric Railways Company

   The CLR joined the Underground Electric Railways Company of London.

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4. 1912Extension reaches Liverpool Street

   The eastern route was extended from Bank to Liverpool Street.

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5. 1908Extension reaches Wood Lane

   The western end was extended from Shepherd’s Bush to Wood Lane.

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6. 1903Multiple-unit trains replace most locomotives

   The railway completed a transition to multiple-unit operation to address vibration and improve service performance.

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7. 1900Railway opens

   The CLR opened between Shepherd’s Bush and Bank with a two-pence flat fare.

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8. 1896Construction begins

   Tunnelling and station construction commenced after financing and land-acquisition delays.

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9. 1892Liverpool Street alignment authorised

   The eastern route was redirected toward Liverpool Street station and received further parliamentary approval.

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10. 1891Revised route receives parliamentary approval

    A revised route from Shepherd’s Bush through central London was authorised by Parliament.

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11. 1889Central London Railway company established

    Promoters announced a proposal for a deep-level electric railway linking west London with the City.

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An affordable, high-frequency electric underground railway connecting west London, the West End and the City.

• Central London Railway passenger serviceUrban rail transport1900

  The CLR’s primary offering was an electrically operated underground passenger service through central London. The original route connected Shepherd’s Bush with Bank through the West End and City, using deep-level twin tunnels, lift-served stations and a frequent timetable. A uniform two-pence fare made the railway unusually simple to use and gave it the popular Twopenny Tube name.

• Central London Railway extensionsRailway network expansion1908

  The railway expanded beyond its original termini through successive infrastructure projects. Wood Lane was added in 1908, Liverpool Street in 1912 and Ealing in 1920. These extensions increased the route’s reach and connected it with other railway services, helping establish the alignment that later became the central portion of the London Underground Central line.

• Electric multiple-unit trainsRailway rolling stock1903

  After opening with heavy locomotives hauling separate carriages, the CLR introduced trains with powered driving cars distributed through the formation. This configuration reduced vibration caused by the original locomotives and became the railway’s standard operating solution by 1903.

• 1933Transfer to public transport ownershipM&A

  London’s underground railway and bus operations were consolidated under a new public transport authority.

  What changed. The CLR was transferred to the London Passenger Transport Board.

  Aftermath. The independent company ceased to exist, while its route and stations were retained and incorporated into the London Underground network.

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• 1913Integration into the Underground Electric Railways CompanyM&A

  The CLR faced growing competition from other underground railways and motorised buses, reducing the strength of its earlier independent position.

  What changed. The company was taken over by the Underground Electric Railways Company of London.

  Aftermath. The CLR continued operating as part of a larger coordinated underground group until the public-ownership reorganisation of 1933.

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• 1903Conversion from locomotive-hauled trains to multiple unitsGeneration change

  The original locomotives were heavy and generated disruptive vibration in buildings above the tunnels. Technical investigations found that lighter locomotives helped, but distributed powered cars were more effective.

  What changed. The CLR purchased driving motor carriages and reorganised its trains into six- and seven-car multiple-unit formations, scrapping nearly all separate locomotives.

  Aftermath. The conversion substantially reduced surface vibration and established the operating pattern used for the remainder of the independent railway’s life.

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• 1933Central London Railway enters public ownership

  The railway was transferred into public ownership with the wider London underground system and became part of the London Passenger Transport Board.

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• 1913Central London Railway absorbed by Underground Electric Railways Company

  The CLR became part of the Underground Electric Railways Company of London as competition and changing passenger patterns weakened its independent position.

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• 1903Central London Railway adopts multiple-unit operation

  Following investigations into vibration caused by its heavy locomotives, the CLR completed the conversion to electric multiple-unit trains, substantially reducing vibration and improving operating performance.

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• 1900Central London Railway opens to the public

  The CLR began public passenger operation on 30 July 1900 after an official opening ceremony the previous month. Its two-pence flat fare quickly made it a popular form of urban transport.

  Product launch
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1. Central London Railway