Metropolitan Electric Tramways
The Metropolitan Electric Tramways Company (MET) was a London transport company from 1894 to 1933 . It operated from 1902 trams as part of the larger network of the London tram and from 1913 also omnibuses in London . When the network was handed over to the London Passenger Transport Board (LPTB) on July 1, 1933, the MET operated 53.51 miles (86.12 kilometers) of standard-gauge tram routes without the sections of the London tram that were used in joint traffic . Only two short sections totaling around 600 meters in length had already been closed at this point. The LPTB converted the entire MET tram network to overhead line or omnibus operation within just under six years. In 1962 the last trolleybuses drove on the former MET network, which today is only used by buses on partly different routes.
history
Prehistory and foundation
At the end of the 19th century, the city limits of London were by no means the limits of urban development. In the north of the city, Middlesex County was already partially urbanized. In 1888 the most densely populated part of the county was added to the City of London. However, horse-drawn railways had only a few established themselves in Middlesex by the early 1890s. In the north-east was the network of the North Metropolitan Tramways (NMT), which reached from Wood Green to East Ham and included, among other things, the steam tram network of the former North London Tramways . The NMT had taken over the steam railway lines in 1891 and switched to horse operation. In the West, there was also the network of Harrow Road and Paddington Tramways , which from 1888 eingemeindeten to London Paddington to Harlesden enough.
The Middlesex County Council was interested in opening up the increasingly densely populated area of the county with public transport. On November 21, 1894, the Metropolitan Tramways and Omnibus Company Ltd. founded. As a first measure, she built a new tram station at the terminus of the NMT horse-drawn tram in Wood Green in 1895 and leased it to NMT. A second was built in Forest Gate in the east of the NMT network and also leased to the tram company. In 1908 the East Ham community acquired this depot. New horse-drawn tram routes were planned to connect Cricklewood , Edgware , Finchley and Willesden , as well as routes to Hertfordshire County, which borders on Middlesex to the north . However, the construction of these routes did not take place at first because the Metropolitan Tramways and Omnibus Company did not raise enough funds.
In 1901 the British Electric Traction Company (BET) acquired the company and renamed it to Metropolitan Electric Tramways Company on January 15, 1902 . The BET owned several tram companies in Great Britain which they electrified in the early 20th century. On November 26, 1902, the MET bought the former route network of the North London Tramways from the NMT with the routes from Stamford Hill to Edmonton , Tramway Avenue, from Finsbury Park Station to Seven Sisters Corner (Tottenham High Road / Seven Sisters Road) and from Manor House to Wood Green along with 62 horse-drawn trams and the two NMT depots in Edmonton, Tramway Avenue and at Manor House. The main administration of the MET was established at the Manor House. The third depot of the network in Wood Green was already owned by the MET. The three lines of operation now ran from Stamford Hill to Edmonton, Tramway Avenue, and from Finsbury Park to Wood Green and also to Edmonton, Tramway Avenue.
On July 22, 1904, the MET also took over the Harrow Road and Paddington Tramways, which was managed independently as a subsidiary of the MET until August 16, 1906. This company owned a line from the Lock Hospital Bridge in Harrow Road along Harrow Road to Harlesden, Jubilee Clock and a branch line no longer used in Chippenham Road and 21 horse-drawn trams. The railway's only depot was in Kensal Green on Trenmar Gardens. Both networks were initially operated as horse trams. Until its official closure on December 9, 1912, the line in Chippenham Road was only used every three months with a paying passenger in order not to lose the concession. After the electrification of the line in Harrow Road, the MET had kept a horse-drawn tram specially for this purpose.
Electrification of the horse-drawn railway lines
The electric tram service began on July 22, 1904 on the routes Finsbury Park - Seven Sisters Corner and Manor House - Wood Green. The depot at the Manor House was not electrified and from then on was only used as a track and material store. The electric tram vehicles were initially all stationed in Wood Green. The two operated lines ended at Finsbury Park station, where you could change to the railroad, London Underground and horse-drawn trams to London. The MET routes were provided with an overhead line, while the London tram electrified most of its routes with an underline system in the following years. The third former NMT line from Stamford Hill to Edmonton was gradually electrified by August 1905. When the line north of Seven Sisters Corner was electrified on August 24, 1904, the MET withdrew its horse-drawn tram line from Stamford Hill to the north end of each electrical service. The NMT extended their line ending in Stamford Hill from Aldgate (later London line 53) to Seven Sisters Corner on MET tracks. Only with the electrification of the line to Stamford Hill on April 12, 1905, MET cars reached this terminal again and the NMT line was shortened there again.
The horse-drawn tram operation on Harrow Road ended on August 26, 1906, as the line was to be expanded to double-track in the course of electrification. Electric service from Paddington to Harlesden began on December 22, 1906, after electric trams had been running between Harlesden and Stonebridge Park through Harlesden High Street, Craven Park Road, Hillside and Harrow Road from October 10, 1906. The depot in Kensal Green was closed and replaced by a larger new building at the new terminus at Stonebridge Park near the Iron Bridge. The line was extended on April 15, 1908 to today's Wembley Central station and on September 24, 1910 to Sudbury, "The Swan" (junction of Harrow Road / Watford Road). As soon as the electrification of the horse-drawn tram was completed, a reinforcement line from Paddington to Harlesden was set up, which initially ended at Craven Park, but was led there when the line to Acton was completed. On June 3, 1911, the reinforcement line was split and now drove back to Craven Park, while another line commuted between Harlesden and Acton.
Expansion of the route network
In the meantime, work has also been carried out on new routes in the Wood Green and Enfield area . The first went into operation on August 20, 1904 and ran from Wood Green through Lordship Lane and Bruce Grove to the west side of Bruce Grove Station . It was operated by a pendulum line. Tottenham High Road runs close to the east side of the station, with the line that was still operated as a horse-drawn tram at the time. However, a track connection could not initially be installed because the railway bridge was too low for the tram and the road had to be lowered first. This gap was opened on April 11, 1906. On the same day, the route from Wood Green to the east side of Alexandra Palace also went into operation. For this purpose, the MET bought the facilities of the Alexandra Park Electric Railway , which was decommissioned in 1899, on October 13, 1904 , extended this route to Wood Green and rebuilt the terminal at Alexandra Palace. The previous pendulum line along Lordship Lane has now been extended in the west to Alexandra Palace (east side) and in the east to the intersection at Tottenham High Road / Bruce Grove. Because the railway bridge was still too low, it could only be operated with monoplane. Double-deckers now drove from Finsbury Park via Wood Green to the old terminal west of Bruce Grove station. It was not until October 1906 that double-deckers could cross under the bridge and the main line was now extended to Stamford Hill. The monoplane now only commuted between Alexandra Palace and Wood Green, tram station.
A second route to Alexandra Palace had already been opened on December 6, 1905. It led from "The Wellington" at the intersection of Green Lanes / Turnpike Lane through Turnpike Lane and Priory Road to Muswell Hill and from there through Alexandra Park to the west side of Alexandra Palace. It was initially served by a pendulum line with monoplane, which ran outside the opening hours of the Alexandra Palace only to Muswell Hill. From October 1906 a double-decker line ran from Finsbury Park via Manor House to Muswell Hill and the single-decker line only ran during the opening hours of Alexandra Palace. From the beginning of 1908 to May 1, 1908, the two monoplane lines to Alexandra Palace were connected to form an almost ring line. This experiment was repeated after the First World War , but it did not work in either case. From May 1, 1908, the line ran to the east side of Alexandra Palace from Finsbury Park via Manor House and Wood Green, but from late 1909 again only as a shuttle line from Wood Green, tram station.
Enfield was accessed by two routes. From 1907 to 1909, a route to the market place in Enfield was gradually opened from Wood Green via Palmers Green and Winchmore Hill . The route was served by a line starting in Finsbury Park. The line from Finsbury Park, which previously ended in Wood Green, was extended to Palmers Green, Aldersmans Hill with the opening of the line to Winchmore Hill. The former horse-drawn railway line to Edmonton was extended on December 11, 1907, first via Ponders End to the county border near the junction of Putney Road (in Enfield, Freezy Water) and on April 17, 1908 to Waltham Cross in Hertfordshire. The terminus at Waltham Cross was south of the Monarchs Way junction. The line from Stamford Hill ended Monday to Saturday at Edmonton City Hall since the electrification was completed and continued on Sundays to Tramway Avenue or from 1907 to Freezy Water and from 1908 to Waltham Cross. On weekdays only the line ran from Finsbury Park to Waltham Cross.
Another new route was opened on December 3, 1904, initially without a connection to the other two route networks. It began in Cricklewood on the London city limits with the terminus "The Crown" (corner of Yew Grove) and led through Cricklewood Broadway and Edgware Road through Hendon and Burnt Oak to Edgware, where the terminus north of the junction with Church Lane ( today Station Road). There were plans to continue the route into London, but no concession. The two lines ran from Cricklewood to Edgware and Colindale, respectively. In the district of Colindale of the then independent community of Hendon, the depot for the new route was built north of Annesley Avenue, where these short trips ended. On March 31, 1906, an extension of Cricklewood by Chichele Road and Walm Lane to Willesden Green Station went into operation, which was served by both lines. The approximately 100-meter-long section in Cricklewood Broadway from Chichele Road to “The Crown” was initially no longer used. In the north there was an extension on October 31, 1907 through the street Stonegrove to Canons Park (intersection of Stonegrove / London Road). However, many trips on the line to Edgware continued to end at the old terminal. It wasn't until a few years later that Canons Park was regularly serviced.
Another line was put into operation on June 7, 1905, also without connection to the other route networks. It began at Archway Bridge (Hornsey Lane) in Archway Road, where the London city limits were and led through Archway Road, Great North Road (through East Finchley) and the High Road (through North Finchley) to Whetstone . The Whetstone terminus was on the corner of Totteridge Lane. Every second trip on this line ended in North Finchley at the Tally Ho! Corner (High Road / Ballards Lane). The line was extended into the city of London on December 22, 1905 to the Archway Tavern (at today's Archway underground station), where there was a connection to the London tram. The depot for this train was in North Finchley at Ballards Lane at the corner of Woodberry Grove, where a service line from the Tally Ho! Corner (High Road / Ballards Lane) through Ballards Lane. In the north the line was extended on August 4, 1906 to the Middlesex / Hertfordshire county border at the north end of Whetstone High Road near Walfield Avenue and on March 28, 1907 via Barnet Hill and Barnet High Street to the church in Barnet at the junction of High Street / Wood Street extended. The Hertfordshire track section was owned by Hertfordshire County Council , which leased it to the MET.
Now the MET intended to connect its now four independent tram networks. The route network from Wood Green and the route to Barnet were connected by a new line from Wood Green via Bounds Green , New Southgate and Friern Barnet to North Finchley. It was put into operation gradually from 1906 to 1909. Until April 8, 1908, it was used from the Wood Green tram station with a pendulum line with monoplane, then with double-deckers from Finsbury Park. In North Finchley, the cars ended up at Woodhouse Road, and from February 1910 at Tally Ho! Corner on the high road.
On December 23, 1907, the link from Harlesden, Craven Park via Willesden to Willesden Green Station went into operation, which was served by a new line from Paddington. Although a track connection to the line to Edgware had been installed at Willesden Green station from the start, a change had to be made here first. The railways from Paddington to Cricklewood did not run until March 22, 1911. Now the connection between North Finchley and Cricklewood via Golders Green and Childs Hill was missing . It was opened gradually up to February 21, 1910 and included in Childs Hill also a short branch route from "The Castle" (Finchley Road / Cricklewood Lane) along Finchley Road to the London city limits near the Hendon Way junction, which, however, does not use the lines has been. As in Cricklewood, the extension to London failed because the concession was not granted. The new cross connection was made by a line from Cricklewood, "The Crown" to North Finchley, Tally Ho! Drive corner. Monday to Saturday, every fourth journey on this line continued to Whetstone, Totteridge Lane, and on Sundays every third journey continued to Barnet, Church. During rush hour and on Sundays, a reinforcement line ran from Golders Green to North Finchley. As early as mid-1910, the southern terminal in Cricklewood was relocated to Cricklewood Lane and the approximately 100-meter-long section from there to "The Crown" was no longer used as a line. This section was part of the main line to Edgware opened in 1904. It was finally shut down in 1923 and later dismantled.
A connection to the route network of the London United Tramways (LUT), also owned by BET , was gradually opened in 1908/09. It led from Harlesden, Jubilee Clock through Station Road, Old Oak Lane, Victoria Road, Edward Road (now part of Victoria Road), Willesden Lane (now part of Horn Lane) and Horn Lane to Acton Market Square . The line that served this route continued via Harlesden to Willesden Green Station. A rail connection to the LUT route in Acton High Street via the narrow market square in Acton was out of the question. It was not until the First World War that a short, single-track service line through King Street was put into operation for the transfer of vehicles, which ultimately connected the two tram companies. The line from Acton to Willesden Green was extended on March 22, 1911 to Colindale, street station over existing lines.
On October 18, 1909, the London County Council (LCC) bought the lines in Paddington and Chippenham Road in the city of London and leased them back to the MET. The London section on Archway Road had been owned by the LCC from the start. The Middlesex County Council also acquired the line from the London city limits in Kensal Green to Harlesden and also leased it back to the MET. All new lines in Middlesex were also owned by Middlesex County Council. Now only the former routes of the NMT in Wood Green, Tottenham, Edmonton and along the Seven Sisters Road as well as the two non-public routes in Alexandra Park still belonged to the MET itself. The City of London now allowed the extension of the route in Paddington to to Edgware Road, which was gradually opened in 1910.
On February 20, 1911, a short branch line from Ponders End to Enfield Town Station along Southbury Road went into operation, which was served by a shuttle line. This completed the MET route network. On July 17, 1912, the LCC acquired the line in Seven Sisters Road from Finsbury Park Station to Manor House, which the London tram now wanted to use together with the MET. On August 1 of the same year, a track connection to the London tram was installed at Finsbury Park station and joint traffic began. The line from Finsbury Park to Enfield, Market Square including the short trips to Palmers Green, Aldermans Hill has now been connected to the London line from Finsbury Park to Euston Road / Tottenham Court Road, so that MET vehicles and LCC vehicles are now the two lines from Euston to Enfield (line 29) and Palmers Green (line 31). For this purpose, a changeover device for the power supply from under- to overhead lines had to be built at Finsbury Park station and the vehicles had to be upgraded to the power system of the other company.
These two lines were also the first to receive line numbers in the MET network. The LCC introduced this in 1912. The lines going south of the Thames had even numbers, the lines going north had odd numbers. Now the MET also wanted to introduce line numbers and therefore used the even-numbered numbers in order to avoid overlapping with the LCC network. The subsequently introduced numerous community lines always kept their London line number. This also applied to the community lines introduced in the west of the network, which came from south London and therefore had even numbers. As a result, some MET lines had to be renamed over time.
The first line trips of the London tram on MET tracks, however, took place between June 3 and September 1, 1911. On the occasion of the Coronation Exhibition in White City, the London County Council operated a special route from Paddington to Harrow Road / Scrubs Lane and from there on to London tracks to Hammersmith.
On January 1, 1913, the London and Suburban Traction Company , which had been founded as a subsidiary of BET on November 20, 1912, took over MET as well as the neighboring LUT completely. On May 1, 1915, the Underground Electric Railways Company of London took over London & Suburban and several other transport companies in the greater London area and formed the "Underground Group". Only 5% of the shares remained in the hands of BET until 1928.
In total, the MET opened the following electric tram routes:
| date | route |
|---|---|
| July 22, 1904 | Finsbury Park Station - Manor House - Tottenham, Seven Sisters Corner |
| Manor House - Green Lanes - Wood Green, depot | |
| 20th August 1904 | Wood Green - Lordship Lane - Bruce Grove Station (terminus near Woodside Gardens) |
| August 24, 1904 | Seven Sisters Corner - Tottenham High Road - Tottenham, Brantwood Road |
| circa October 29, 1904 | Tottenham, Brantwood Road - Tottenham / Edmonton border (south end of Fore Street) |
| December 3, 1904 | Cricklewood, "The Crown" - Hendon - Burnt Oak - Edgware, Church Lane (now Station Road) |
| April 12, 1905 | Stamford Hill - Seven Sisters Corner |
| Tottenham / Edmonton - Edmonton border, Angel Bridge (immediately north of Silver Street) | |
| June 7, 1905 | Archway Bridge (Archway Road / Hornsey Lane) - East Finchley - North Finchley - Whetstone, Totteridge Lane |
| North Finchley, Tally Ho! Corner (High Road / Ballards Lane) - North Finchley, tram station (operating route only until December 17, 1909) | |
| July 19, 1905 | Edmonton, Angel Bridge - Edmonton, City Hall (at Edmonton Green Station ) |
| August 24, 1905 | Edmonton, City Hall - Edmonton, Tramway Station (Tramway Avenue) |
| December 6, 1905 | Wood Green, "The Wellington" (Green Lanes / Turnpike Lane) - Turnpike Lane - Muswell Hill - Alexandra Palace (west side) |
| December 22, 1905 | Archway Tavern (Holloway Road / Sandridge Street) - Archway Bridge |
| March 31, 1906 | Willesden Green Station - Walm Lane - Chichele Road / Cricklewood Broadway |
| April 11, 1906 | Wood Green - Wood Green Station - Alexandra Palace (east side) |
| Bruce Grove Train Station (West Side) - Bruce Grove / Tottenham High Road | |
| 4th August 1906 | Whetstone, Totteridge Lane - High Road - Hertfordshire border (near Walfield Avenue) |
| October 10, 1906 | Harlesden, Jubilee Clock (High Street / Station Road) - High Street - Craven Park - Hillside - Stonebridge Park, Tram Station (at the Iron Bridge over the River Brent ) |
| November 28, 1906 | Wood Green, Tram Station - Bounds Green Road - Bounds Green, Ranelagh Public House (near Warwick Road) |
| December 22, 1906 | Paddington, Lock Hospital Bridge - Kensal Green - Harlesden, Jubilee Clock |
| March 28, 1907 | Whetstone, Hertfordshire Border - Barnet Hill - Barnet, Church |
| May 11, 1907 | Bounds Green, Ranelagh Public House - Station Road - New Southgate Station (terminus at Station Road / Friern Barnet Road) |
| June 7, 1907 | Wood Green, High Road / Bounds Green Road - High Road - Green Lanes - Palmers Green, Palmerston Crescent (south of the bridge over the New River) |
| October 31, 1907 | Edgware, Church Lane - Stonegrove - Canons Park (Stonegrove / London Road) |
| December 11, 1907 | Edmonton, Tramway Avenue - Ponders End - Hertford Road - Enfield, Freezy Water (Hertfordshire border, near Putney Road) |
| December 23, 1907 | Harlesden, Craven Park - Church Road - Willesden High Road - Willesden Green Station |
| April 15, 1908 | Stonebridge Park, Tram Station - Harrow Road - Wembley High Road - Wembley Central Station |
| April 17, 1908 | Enfield, Freezy Water - Waltham High Street - Waltham Cross, High Road (south of Monarchs Way) |
| June 3, 1908 | Harlesden, Jubilee Clock - Station Road - Willesden Junction Station |
| August 1, 1908 | Palmers Green, Palmerston Crescent - Green Lanes - Winchmore Hill, Vicars Moor Lane |
| April 8, 1909 | New Southgate Station - Friern Barnet Road - Woodhouse Road - North Finchley, High Road / Woodhouse Road |
| 3rd July 1909 | Winchmore Hill, Vicars Moor Lane - Green Lanes - Ridge Avenue - Village Road - Park Avenue - London Road - Enfield, Market Place |
| October 8, 1909 | Willesden Junction Railway Station - Victoria Road - Horn Lane - Acton, Market Place |
| December 17, 1909 | North Finchley, Tram Station - Ballards Lane - Regents Park Road - Finchley Road - Golders Green, Golders Green Road |
| February 21, 1910 | Golders Green, Golders Green Road - Finchley Road - Cricklewood Lane - Cricklewood Broadway / Cricklewood Lane |
| Finchley Road / Cricklewood Lane - Childs Hill, Finchley Road / Hendon Way (operating route only) | |
| July 14, 1910 | Paddington, Warwick Crescent - Harrow Road - Lock Hospital Bridge |
| September 24, 1910 | Wembley Central Station - Harrow Road - Sudbury, "The Swan" (Harrow Road / Watford Road) |
| December 6, 1910 | Paddington, Edgware Road / Harrow Road - Warwick Crescent |
| February 20, 1911 | Ponders End, Fire Station (High Street / Southbury Road) - Southbury Road - Enfield Town Station |
| Late July 1915 | Acton, Horn Lane / Market Place - King Street - Acton High Street / King Street (operating route only) |
Bus transport
As early as September 25, 1909, the MET presented the first trolleybus built in Great Britain to the public, which ran on a test track at the Hendon depot. However, the planned route from Hendon to Golders Green was not built.
On January 13, 1912, MET founded a subsidiary for bus operations, The Tramways (MET) Omnibus Company Ltd. On January 28, 1913, it took the first bus route from Hendon along Edgware Road, Oxford Street, Trafalgar Square to Tower Bridge in central London. Lines to Watford, Victoria Station and Elephant & Castle Station followed. The bus depot was on Annesley Road in Hendon, next to the road station there. During the First World War, the bus operation had to be severely restricted and was finally given to the London General Omnibus Company , which was also owned by the "Underground Group".
After the First World War, bus traffic was resumed by the MET subsidiary, but initially with vehicles that were borrowed from other companies in the "Underground Group".
Further development
Further community lines were introduced in the years from 1913. Lines 27 (Tottenham Court Road - Finsbury Park - Seven Sisters Corner) and 59 (Holborn / Gray's Inn Road - Finsbury Park - Edmonton, City Hall) were introduced on March 1, 1913, followed by line 79 (Smithfield Market / St John's Road - Finsbury Park - Waltham Cross) on June 23, 1913. Line 27 was run in rush hour traffic from September 13, 1913 to Tottenham, Snells Park (on the Tottenham / Edmonton border). A line 21 ran from November 23, 1913 coming from Holborn via Finsbury Park and Wood Green to North Finchley. The MET line 34 (previously Finsbury Park - Wood Green - North Finchley) only began in Wood Green and now drove as a reinforcement line. Unlike before, however, both lines ended in North Finchley in Woodhouse Road instead of Tally Ho! Corner.
The introduction of the line numbers was completed by November 1913. In the section on the line network there is a list of the lines in operation in the MET network at that time. Another track connection to the LCC network was opened on August 16, 1914 at Manor House. An LCC line reached this junction from the south and connecting curves towards Finsbury Park, Wood Green and Tottenham have now been built. The LCC line 51 was now operated continuously from Bloomsbury via Islington, Newington Green and Manor House to Muswell Hill and the MET line 28 (previously Finsbury Park - Muswell Hill) was discontinued.
The outbreak of the First World War in 1914 brought the Alexandra Palace to an early end of the season. As of September 11, line 30 stopped and line 32 only shuttled between Wood Green and Wood Green station (now Alexandra Palace station). It was not until March 30, 1920 that trams reached Alexandra Palace again. At first there were no further restrictions caused by the war. On the contrary, on September 24, 1914, the track connection at Archway Tavern / Highgate Hill was opened and LCC line 9 could be extended to Barnet and line 19 to North Finchley. MET lines 36 and 38 have been discontinued. Lines 9 and 19 exchanged their northern endpoints on December 1, 1914. In the winter of 1914/15 the first cutbacks due to the war also came. Lines 16 and 24 were discontinued, line 18 only shuttled between Finsbury Park and Tottenham, Bruce Grove. There were some additional courses on line 79 in rush hour traffic between Finsbury Park and Waltham Cross. In early 1915, line 26 was also extended in rush hour traffic beyond Ponders End to Enfield Wash, Albany Road, these journeys were now no longer signposted as line 26, but as line X.
In addition to the overhead contact line, the Finsbury Park - Manor House section was equipped with an LCC sub-line by April 30, 1915, and the temporary changing facility at Finsbury Park was dismantled. Instead, with the conversion of the Manor House intersection, exchange systems were installed there on the west and south side of the intersection. This initially had no consequences for the route network. War-related restrictions were clearly noticeable from 1916 onwards. Community lines 19, 21 and 51 have been split and joint traffic on these lines has been interrupted. Some reinforcement lines were discontinued or only drove in rush hour traffic. From February 26, 1917, however, the LCC line 69, coming from Tottenham Court Road, ran in rush hour traffic and on Saturdays via its previous terminal, Highgate, on MET tracks to East Finchley. Only in the period from autumn 1918 to winter 1921/22 were the restrictions gradually lifted.
When the intersection in Wood Green (High Road / Lordship Lane) was rebuilt between 1917 and 1919, the continuous track connection from Station Road to Lordship Lane was given up and instead both lines were connected to the line in High Road in triangular tracks. This connection was only used for a few months after opening in 1906. From 1920, various line extensions and condensation of the carriage sequences were introduced on summer weekends, especially on the outdoor routes popular with day trippers. Line 9 also ran to Barnet during this time.
Although there had been a track connection to the London tram on Stamford Hill since February 6, 1907, as it had built a new depot in Rookwood Road and connected it via an operating line through Egerton Road, it was not until June 2, 1920 that a joint line was established via this Connection established after an exchange system for the power supply was installed here. The London line 49 now ran from Liverpool Street station via Stamford Hill to Edmonton, City Hall and in rush hour traffic and on weekends to Waltham Cross. The MET lines 10 and 16 were then closed.
On December 12, 1921, a new LCC line 39 was introduced, which, except on Sundays, reached the MET network from Aldersgate via Islington, Holloway and Finsbury Park and drove on the MET line 18 to Tottenham, Bruce Grove. Line 18 has now been permanently shortened to the Wood Green – Bruce Grove section. In rush hour traffic from March 29, 1922, the new LCC line 25 ran from Tottenham Court Road via Finsbury Park and Wood Green to New Southgate station. From May 14, 1923, the short route in Finchley Road in Childs Hill to the city limits was used as planned for the first time, namely by the extended line 46, but only in the afternoon and evening. This extension was reversed in the summer of 1925 and the section lost its regular service. Also on May 14, 1923, however, the approximately 100-meter-long stretch on Cricklewood Broadway from the intersection of Chichele Road to "The Crown" was finally closed.
On April 1, 1924, the LCC began operating a new line from Stamford Hill through Amhurst Park to Seven Sisters Road, which was equipped with an overhead line. Line 53, which had reached the previous terminus at Stamford Hill coming from Aldgate via Hackney and Clapton, has now been extended via Manor House and Finsbury Park to Tottenham Court Road. It only ran between Amhurst Park / Seven Sisters Road and Manor House MET tracks and was the first line to cross the MET network and to have both terminals in the London tram network. On July 9, 1924, a second such line was added, namely the new line 71, which, like the 53, ran from Aldgate to Stamford Hill, but from there continued via Bruce Grove and Wood Green and on the route of the now closed line 39 to Aldersgate .
In 1924 and 1925 the British Empire Exhibition took place in Wembley . On the occasion of this exhibition, the line network in and around Harlesden was rearranged. A new LCC line 30 ran from Putney, Church via Hammersmith, Scrubs Lane and Harlesden to Wembley Hill Road. The previous MET line 30 was then renamed to 34, although the two lines had no points of contact. LCC line 82 has also been extended to Wembley Hill Road beyond its previous terminal Harrow Road / Scrubs Lane. A new MET line 58 was set up from Paddington to Wembley Hill Road and a new line 68 ran from Acton via Harlesden to Sudbury. Line 64 was instead discontinued. From June 2, 1924, line 30 ran from Tooting Junction station (now Tooting Station ) to Sudbury. Line 30 remained in operation even after the exhibition ended on November 1, 1924. The other additional lines and extensions have been canceled. After the end of the exhibition in 1925, line 30 was withdrawn to Craven Park in Harlesden and only ran to Sudbury on summer weekends.
A new community line was opened on November 29, 1928 with line 41. It ran Monday through Saturday from Moorgate via Newington Green, Manor House to Wood Green. On Sundays it ended at the Manor House as before. In rush hour she drove past Wood Green to Palmers Green, Aldermans Hill. Until the London Passenger Transport Board (LPTB) took over all local transport in Greater London on July 1, 1933, there were still numerous line changes, but no changes to the track network. The LPTB decided to convert the city's entire tram network to run with trolleybuses. By March 1, 1939, the conversion of the entire MET network was completed. However, some sections, namely the two routes to Alexandra Palace, the route from Edgware to Canons Park and the route from Ponders End to Enfield Town station were switched to bus service.
Line network
Before the introduction of the line numbers in 1913, the lines of the MET were marked with disks that contained various colored symbols and often a letter. However, only a few of the symbols are known. Before the symbols were introduced in 1906, the lines had no designation, only the carriages had a destination label. Some of the symbols have been used multiple times. Cars going from Paddington to Sudbury, for example, had a blue circle with a white cross and the black letter S in the center. The same symbol was also used for cars going from Finsbury Park via Lordship Lane to Stamford Hill. Cars with a white circle with a blue cross and a white W in the center ran the line from Finsbury Park to Waltham Cross.
| line | Routing ( italics = not in the MET network) | Wagon sequence | Development until 1933 |
|---|---|---|---|
| 10 | Stamford Hill - Seven Sisters Corner - Tottenham - Edmonton, Town Hall | every 6 min. | in rush hour traffic from 1916 and on Saturdays to Ponders End, Southbury Road, discontinued on June 2, 1920 (see line 49) |
| 16 | Stamford Hill - Seven Sisters Corner - Tottenham - Edmonton - Ponders End - Enfield Wash - Waltham Cross (Sundays only) | every 6 min. | suspended from winter 1914/15 to August 1919, suspended on June 2, 1920 (see line 49) |
| 18th | Finsbury Park Station - Manor House - The Wellington - Wood Green - Lordship Lane - Bruce Grove - Seven Sisters Corner - Stamford Hill | every 6 min. | from winter 1914/15 only to Tottenham, Bruce Grove, from 4 May 1915 to 1 May 1916 and from 23 March 1918 to August 1919 only from Wood Green, tram station, from August 1919 only during rush hour from Finsbury Park, otherwise from Wood Green, from December 12, 1921 also in rush hour traffic from Wood Green, from March 4, 1925 in rush hour traffic from New Southgate station, in summer 1925 in rush hour traffic briefly from North Finchley, Tally Ho! Corner, but shortly afterwards again from New Southgate station, from October 8, 1931 only Mondays to Saturdays |
| 21st | Holborn, Gray's Inn Road - King's Cross - Barnsbury - Holloway - Finsbury Park Station - Manor House - "The Wellington" - Wood Green - Bounds Green - New Southgate - Friern Barnet - North Finchley, Woodhouse Road (LCC / MET community line) | every 6 min. | from May 2, 1917 only to Manor House, from November 10, 1917 in rush hour and on Saturday afternoons and evenings back to Wood Green, from October 27, 1920 again continuously to North Finchley, Woodhouse Road, from September 24, 1923 in North Finchley to Tally Ho! Corner |
| 24 | Finsbury Park Station - Manor House - Seven Sisters Corner - Tottenham - Edmonton - Ponders End - Enfield Wash - Waltham Cross | every 6 min. | discontinued in winter 1914/15 (replaced by reinforcement of line 79) |
| 26th | Ponders End, Fire Station - Enfield, GER Railway Station (now Enfield Town Railway Station) | Mon-Sat every 12 minutes, Sun every 8 minutes | from early 1915 to spring 1921 in rush hour as line X from Enfield Wash, Albany Road, from May 24 to mid-October 1922 on Saturdays and Sundays from Waltham Cross, from May 1932 only Mondays to Saturdays |
| 27 | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - Seven Sisters Corner (- Tottenham, Snells Park ( rush hour traffic only) ) (Mon-Sat only until 8:30 pm, Sun only 5pm-11pm) ( LCC / MET community line) | every 6 min. | from May 12, 1918 on Sundays to Edmonton, City Hall, from November 26, 1919 daily to Edmonton, City Hall, Monday-Friday evenings but only to Tottenham, Bruce Grove, additional courses from Euston to Seven Sisters Corner during rush hour, additional courses during rush hour from 14. April 1920 to Tottenham, Bruce Grove, from August 25, 1920 Monday – Friday evenings to Edmonton, City Hall, from May 14, 1923 additional courses in rush hour traffic outsourced as line 27 A (see there), from October 8, 1928 only Mondays– Saturdays, from October 8, 1931 no more Saturdays in the evening |
| 28 | Finsbury Park Station - Manor House - "The Wellington" - Muswell Hill | every 6 min. | replaced by LCC line 51 on August 16, 1914 |
| 29 | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - "The Wellington" - Wood Green - Palmers Green - Winchmore Hill - Enfield, Market Place (LCC / MET community line) | every 6 min. | from May 14, 1923 additional courses in rush hour traffic from Euston to Winchmore Hill, Green Dragon |
| 30th | "The Wellington" - Muswell Hill - Alexandra Palace (west side) (afternoons and evenings only) | every 6 min. | from September 11, 1914 to March 30, 1920, discontinued from May 24, 1922 to October 24, 1923, renamed to line 34 on April 23, 1924 , from May 1926 via Lordship Lane to Tottenham, Bruce Grove, from October 1926 only from Muswell Hill, but now daily and all day (see line 34 A ), from 1928 on Sundays also in the afternoon |
| 31 | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - "The Wellington" - Wood Green - Palmers Green, Aldermans Hill (LCC / MET shared line) | every 6 min. | from May 1st, 1916 to 1918/19 only in rush hour traffic, from May 24th, 1922 to Winchmore Hill, Green Dragon, closed on May 14th, 1923 |
| 32 | Wood Green, Tram Station - Wood Green Station (now Alexandra Palace Station) (- Alexandra Palace (east side) (afternoons and evenings only) ) | every 6 min. | from September 11, 1914 to March 30, 1920 only to Wood Green station, from May 24, 1922 to October 24, 1923 afternoons and evenings from Alexandra Palace (west side) via "The Wellington" and Wood Green (only Thursdays and Saturdays during the winter months and Sunday evenings), from 1927 on Sundays only in the evening, from 1928 on Sundays also in the afternoon |
| 34 | Wood Green, Tram Station - Bounds Green - New Southgate - Friern Barnet - North Finchley, Woodhouse Road | every 6 min. | from May 2, 1917 from Finsbury Park Station and to North Finchley, Tally Ho! Corner, closed again only to North Finchley, Woodhouse Road, on October 27, 1920 from the end of December 1919 |
| 36 | Highgate, Archway Tavern - East Finchley - North Finchley, Tally Ho! Corner | Mon-Sat every 8 minutes, Sun every 6 minutes | replaced by LCC line 19 on September 24, 1914 |
| 38 | Highgate, Archway Tavern - East Finchley - North Finchley - Whetstone - Barnet, Church | Mon-Sat every 8 minutes, Sun every 6 minutes | replaced by LCC line 9 on September 24, 1914, again between North Finchley, Tally Ho! from February 26, 1917 to September 2, 1918 Corner and Barnet, church operated |
| 40 | North Finchley, Tally Ho! Corner - Finchley - Golders Green - Childs Hill - Cricklewood, Cricklewood Lane | Mon-Sat every 4 minutes, Sun every 3 minutes | from May 1926 Monday – Saturday evenings from Barnet, Kirche, from October 1926 in the winter half-year on Sunday afternoons and evenings from Whetstone, Totteridge Lane, from October 11, 1928 also during rush hour from Whetstone, Totteridge Lane, Sundays only from North Finchley, Tally Ho ! Corner |
| 42 | Whetstone, Totteridge Lane - North Finchley - Finchley - Golders Green - Childs Hill - Cricklewood, Cricklewood Lane (Mondays to Saturdays only) | every 12 min. | discontinued from 1916 to 1921, after that only Mondays – Fridays, from May 14, 1923 only in rush hour traffic, discontinued in May 1926 |
| 44 | Barnet, Church - Whetstone - North Finchley - Finchley - Golders Green - Childs Hill - Cricklewood, Cricklewood Lane (Sundays only) | every 6 min. | hired from 1916 to 1921, then hired on Saturdays and Sundays on May 14, 1923 |
| 46 | North Finchley, Tally Ho! Corner - Finchley - Golders Green Station (rush hour only and all day Sundays) | every 4 min. | From 1916 daily and all day, from 1921 only in rush hour, Saturday all day and Sunday afternoon and evening, from May 14, 1923 to summer 1925 afternoon and evening to Childs Hill, Finchley Road / Hendon Way, in May 1926 |
| 54 | Willesden Green - Cricklewood - Hendon - Colindale station, tram station | every 12 min. | from around 1915/19 only in rush hour traffic and when required, from winter 1921/22 again daily and all day and on Saturdays and Sundays to Edgware, Station Road, from mid-October 1922 Mondays to Fridays only in rush hour traffic, on Saturdays only to Colindale, Tram station, from May 1924 only Monday – Saturday all day and to Colindale, Tram Station, from October 1926 on Saturday afternoons and evenings only closed from Cricklewood, Broadway / Chichele Road, on January 16, 1930 |
| 56 | Willesden Green Station - Cricklewood - Hendon - Colindale - Edgware - Canons Park | every 12 min. | discontinued from around 1915/19 to winter 1921/22, discontinued on May 14, 1923 |
| 58 | Paddington, Edgware Road - Maida Hill - Kensal Green - Harlesden, Craven Park | every 6 min. | discontinued on May 1, 1916, reintroduced on April 23, 1924 from Paddington, Edgware Road to Wembley, Wembley Hill Road (Mondays – Saturdays only), re-established on November 2, 1924 |
| 59 | Holborn, Gray's Inn Road - King's Cross - Barnsbury - Holloway - Finsbury Park Station - Manor House - Seven Sisters Road - Tottenham - Edmonton, City Hall (LCC / MET shared line) | every 6 min. | in spring 1921 in rush hour traffic to Enfield Wash, Albany Road, on Saturdays until 3 p.m. to Ponders End, fire station, from May 24, 1922 on Saturdays only to Edmonton, town hall, from 14 May 1923 in rush hour only to Ponders End, fire station, from March 12, 1924 all day only to Edmonton, City Hall |
| 60 | Paddington, Edgware Road - Maida Hill - Kensal Green - Harlesden - Willesden - Willesden Green Station - Cricklewood, Chichele Road / Broadway | every 6 min. | from May 14, 1923 Monday – Saturday via Golders Green to North Finchley, Tally Ho! Corner, or on summer Saturdays in the afternoons and summer Sundays all day to Barnet, Kirche, from May 1926 on Saturdays all day to Barnet, Kirche, from October 1930 also in the winter months on Saturdays to Barnet, Kirche, from October 8, 1931 on Saturdays and Sundays all year round to North Finchley only, Tally Ho! Corner |
| 62 | Paddington, Edgware Road - Maida Hill - Kensal Green - Harlesden - Stonebridge Park - Wembley - Sudbury, "The Swan" | every 6 min. | from May 1933 on Sundays only to Stonebridge Park, tram station |
| 64 | Acton, Market Place - North Acton - Willesden Junction Station - Harlesden, Jubilee Clock | every 12 min. | from May 1, 1916 to Paddington, Edgware Road and only in rush hour traffic, ceased from spring 1921 to mid-October 1922, then again all day, discontinued on April 23, 1924, from January 16, 1930 in rush hour on the route from Paddington, Edgware Road reintroduced via Harlesden, Cricklewood to Edgware, Station Road |
| 66 | Acton, Market Place - North Acton - Willesden Junction Station - Harlesden - Willesden - Willesden Green Station - Cricklewood - Hendon - Colindale, Tram Station | every 12 min. | from around 1915/19 to Canons Park, from May 24, 1922 only to Cricklewood, Chichele Road / Broadway, from May 14, 1923 to Colindale, tram station and every other journey on to Canons Park, from November 2, 1924 to May 9 1925 and again from November 1, 1925 additional trips from Acton, Marktplatz to Harlesden, Jubilee Clock, from October 1926 additional trips to rush hour as line 68 outsourced (see there), from January 16, 1930 the previous trips to Colindale no longer apply (see line 64), plus additional trips on Saturday afternoons and evenings from Cricklewood to Edgware, Station Road, in 1932 for a short time only on Saturdays and Sundays afternoons and evenings to Canons Park and otherwise only to Edgware, Station Road, but canceled after a few weeks |
| 79 | Smithfield Market - Islington - Highbury - Holloway - Finsbury Park Station - Manor House - Seven Sisters Corner - Tottenham - Edmonton - Ponders End - Enfield Wash - Waltham Cross (LCC / MET community line) | every 6 min. | from May 24, 1932 on Sundays from Ponders End to Enfield Town station |
| Lines introduced in the MET network after 1913: | |||
| line | Routing ( italics = not in the MET network) | introduced on | Development until 1933 |
| 9 | Moorgate - Islington - Highbury - Holloway - Highgate - East Finchley - North Finchley - Whetstone - Barnet, Church (LCC / MET community line) | September 24, 1914 | from December 1, 1914 only to North Finchley, Tally Ho! Corner (see line 19), from May 22, 1920 to October 7, 1929 in the summer half-year (around May – October) on Saturday afternoons and evenings and on Sundays all day again to Barnet, church |
| 19th | Euston, Tottenham Court Road - Camden - Holloway - Highgate - East Finchley - North Finchley, Tally Ho! Corner (LCC / MET community line) | September 24, 1914 | from December 1, 1914 to Barnet, Church (see line 9), from February 26, 1917 to September 2, 1918 only to North Finchley, Tally Ho! Corner (see line 38) |
| 25th | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - "The Wellington" - Wood Green - Bounds Green - New Southgate Station ( rush hour only) (LCC / MET shared line) | March 29, 1922 | discontinued on February 14, 1923 |
| 27 A | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - Seven Sisters Corner - Tottenham, Snells Park ( Rush Hour Only) (LCC / MET Community Line) | May 14, 1923 | discontinued on April 1, 1924 |
| 30th | Putney, Church - Fulham - Hammersmith - Shepherd's Bush - Scrubs Lane / Harrow Road - Harlesden - Stonebridge Park - Wembley, Wembley Hill Road (Monday-Saturday only) (LCC / MET community line) | April 23, 1924 | from June 2, 1924 from Tooting Junction station via Tooting and Wandsworth and to Sudbury, "The Swan", daily from April 12, 1925, from November 1, 1925 only to Harlesden, Craven Park, from May 1926 in summer on Saturday afternoons and Sundays all day again to Sudbury, "The Swan", from winter 1927/28 on Thursday evenings and Saturday afternoons (all year) to Wembley, Wembley Hill Road, from April 26, 1928 in rush hour traffic and Saturdays to Harlesden, Craven Park, Thursday evenings and Saturday afternoons in winter to Wembley, Wembley Hill Road, on Saturday afternoons in summer to Sudbury, "The Swan", at other times only to Scrubs Lane / Harrow Road, from 6 June 1928 in rush hour to Wembley, church, from May 1932 on Mondays - on Saturdays outside of rush hour traffic to Harlesden, Craven Park |
| 34 A | Alexandra Palace (west side) - Muswell Hill (- "The Wellington" (Monday-Saturday only 4pm to 9:30 pm) ) (afternoons and evenings only) | October 1926 | from 1927 on Sundays only in the evening, from 1928 all trips to "The Wellington" |
| 39 | Aldersgate - Islington - Highbury - Holloway - Finsbury Park Station - Manor House - "The Wellington" - Wood Green - Lordship Lane - Tottenham, Bruce Grove (rush hour traffic only) (LCC / MET shared line) | December 12, 1921 | from March 29, 1922 all day Monday to Saturday, discontinued from July 9, 1924 to March 4, 1925, discontinued on March 5, 1931 |
| 41 | Moorgate - Hoxton - Newington Green - Manor House (- "The Wellington" - Wood Green, Tram Station [- Palmers Green, Aldermans Hill (only during rush hour) ] (Monday-Saturday only) ) (LCC line) | November 29, 1928 | from October 8, 1931 Monday – Friday evenings and Saturday mornings only to Manor House, from March 17, 1932 in rush hour traffic to Winchmore Hill, Green Dragon |
| 49 | Liverpool Street Station - Shoreditch - Stoke Newington - Stamford Hill - Seven Sisters Corner - Tottenham - Edmonton, Town Hall (- Ponders End - Enfield Wash - Waltham Cross (Saturday afternoons and evenings and Sundays all day only) ) (LCC / MET community line) | June 2, 1920 | from May 24, 1922 in rush hour to Waltham Cross, from June 27, 1923 to Edmonton, City Hall and every other trip daily and all day to Waltham Cross, from March 12, 1924 to Edmonton, City Hall, in rush hour to Ponders End, Fire Station, Sa / Sun in the summer afternoons and evenings to Waltham Cross, in 1925 only Sundays in the summer and again Sat / Sun (afternoons and evenings) to Waltham Cross in 1926 and 1927, no longer to Waltham Cross on weekends from October 8, 1927, March 1931 in rush hour traffic and on Saturdays all day via Ponders End to Enfield Town station, from April 24, 1932 on Sundays only to Tottenham, Bruce Grove |
| 51 | Bloomsbury, Theobalds Road - Clerkenwell - Islington - Newington Green - Manor House - "The Wellington" - Muswell Hill (LCC / MET community line) | August 16, 1914 | from May 1, 1916 to July 7, 1920 at Manor House (both parts run with route number 51), from May 2, 1928 only Monday to Saturday, evenings and Saturday afternoons only from Manor House and during these times as pure MET Line, from November 29, 1928 also in the evenings and Saturday afternoons from Bloomsbury, from October 8, 1931 from Aldersgate via Islington (two trips in the morning continue from Bloomsbury) |
| 53 | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - Amhurst Park - Stamford Hill - Clapton - Hackney - Whitechapel - Aldgate (LCC Line) | April 1, 1924 | |
| 68 | Acton, Market Square - North Acton - Willesden Junction Station - Harlesden - Stonebridge Park - Wembley - Sudbury, "The Swan" (Monday-Saturday only) | April 23, 1924 | discontinued from November 2, 1924 to May 9, 1925, discontinued on November 1, 1925, reintroduced from Acton, Marktplatz to Harlesden, Jubilee Clock Monday – Saturday from October 1926, daily from January 1933 and to Harlesden, Craven Park |
| 69 | Euston, Tottenham Court Road - Camden - Holloway - Highgate (- East Finchley, Fortis Green Road (only during rush hour and all day Saturdays) ) (LCC line) | February 26, 1917 | from November 26, 1919 in rush hour and on Saturdays all day to North Finchley, Tally Ho! Corner, from May 24, 1928 only in rush hour traffic and on Saturdays all day (no more short trips to Highgate), from October 11, 1928 only in rush hour traffic and only to East Finchley station, from August 12, 1929 back to North Finchley, Tally Ho ! Corner, discontinued from Farringdon Station via King's Cross, Camden from January 16, 1930 , October 8, 1931 |
| 71 | Wood Green, Tram Station - Lordship Lane - Tottenham - Seven Sisters Corner - Stamford Hill - Clapton - Hackney - Whitechapel - Aldgate (LCC / MET community line) | April 1, 1924 | from 9 July 1924 Monday to Saturday from Aldersgate via Islington, Highbury, Holloway, Finsbury Park station, Manor House extended, from 4 March 1925 Monday to Saturday only from Tottenham, Bruce Grove, from 16 January 1928 also in rush hour from Wood Green, tram station, from March 5, 1931 Monday to Saturday again from Aldersgate |
| 82 | Tooting Broadway - Summerstown - Earlsfield - Wandsworth - Putney - Fulham - Hammersmith - Shepherd's Bush - Scrubs Lane / Harrow Road (- Harlesden - Stonebridge Park - Wembley, Wembley Hill Road (Sundays only) ) (LCC line) | April 23, 1924 | from November 2, 1924 daily only to Scrubs Lane / Harrow Road and thus no longer in the MET network |
After 1933, the MET lines were integrated into the London tram network. The few remaining even-numbered lines in the eastern part of the network were given odd-numbered line numbers when the timetable changed on October 3, 1934. However, the lines to the west of the MET network (west of Cricklewood) retained their even numbers. In 1935, the facility in North Finchley was rebuilt so that a reversing loop was created for lines 9, 21, 45 and 60 through Kingsway and Nether Street and the extensive shunting movements at Tally Ho! Corner could be abandoned. From July 1936, however, the entire network was gradually shut down and converted to trolleybus operation.
In detail, the following lines were operated on the MET network on July 1, 1933:
| line | Routing ( italics = not in the MET network) | Wagon sequence | Development from 1933 |
|---|---|---|---|
| 9 | Moorgate - Islington - Highbury - Holloway - Highgate - East Finchley - North Finchley, Tally Ho! Corner | every 6–8 min. | from February 24, 1935 to North Finchley, Nether Street (new turning loop), from August 2, 1936 in rush hour to Whetstone, Totteridge Lane, in summer (until October 18, 1936 and from May 30, 1937) on Sunday afternoons and evenings to Barnet , Church, closed on March 6, 1938 (conversion to trolleybus) |
| 18th | (New Southgate Station - Bounds Green - ( rush hour only) ) Wood Green - Lordship Lane - Tottenham, Bruce Grove (Monday-Saturday only) | every 4–12 min. | from February 28, 1934 Monday to Friday in rush hour from Enfield, market place via Winchmore Hill, Palmers Green and Wood Green, on Saturdays in rush hour from Winchmore Hill, Green Dragon, renamed line 39 A on October 3, 1934 , on February 23, 1938 set |
| 19th | Euston, Tottenham Court Road - Camden - Holloway - Highgate - East Finchley - North Finchley - Whetstone - Barnet, Church | every 6–8 min. | discontinued on March 6, 1938 (conversion to trolleybus) |
| 21st | Holborn, Gray's Inn Road - King's Cross - Barnsbury - Holloway - Finsbury Park Station - Manor House - The Wellington - Wood Green - Bounds Green - New Southgate - Friern Barnet - North Finchley, Tally Ho! Corner | every 4–5 min. | from February 24, 1935 to North Finchley, Nether Street (new turning loop), discontinued March 6, 1938 (conversion to trolleybus) |
| 26th | Ponders End, Fire Station - Enfield Town Train Station | every 5–8 min. | Renamed to line 49 A on October 3, 1934 , discontinued on October 16, 1938 (conversion to buses) |
| 27 | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - Seven Sisters Corner - Tottenham - Edmonton, Town Hall (Monday-Saturday only) | every 3–7.5 min. | from March 6, 1938 daily again, discontinued on November 6, 1938 (changeover to trolleybus) |
| 29 | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - "The Wellington" - Wood Green - Palmers Green - Winchmore Hill - Enfield, Market Square (plus additional courses during rush hour to Winchmore Hill) | every 4–6 min. | from February 28, 1934 additional courses integrated in commuter traffic in line 18 (see there), discontinued on May 8, 1938 (changeover to trolleybus) |
| 30th | Tooting Junction Station - Summerstown - Earlsfield - Wandsworth - Putney - Fulham - Hammersmith - Shepherd's Bush - Scrubs Lane / Harrow Road (- Harlesden, Craven Park (Monday-Saturday only) [- Stonebridge Park - Wembley, Church ( rush hour only) ] ) | every 5–6 min. | from 7 December 1933 daily only to Scrubs Lane and therefore no longer in the MET network (see line 28) |
| 32 | Wood Green, Tram Station - Wood Green Station (now Alexandra Palace Station) (- Alexandra Palace (east side) (daily from 2:30 p.m.) ) | every 6 min. | renamed to line 37 on October 3, 1934 , from November 17, 1935 to May 3, 1936 and from November 15, 1936 to April 4, 1937 on Sundays only to Wood Green station, discontinued on February 23, 1938 (changeover to omnibuses) |
| 34 | Muswell Hill - "The Wellington" - Wood Green - Lordship Lane - Tottenham, Bruce Grove | every 8–12 min. | renamed to line 39 on October 3, 1934 , from February 20, 1935 a few journeys early via Seven Sisters Corner to Manor House, from February 23, 1938 only from Wood Green to Tottenham, Bruce Grove (or Manor House), am Discontinued May 8, 1938 (conversion to trolleybus) |
| 34 A | Alexandra Palace (west side) - Muswell Hill - "The Wellington" (daily from 2:30 pm) | every 8 min. | Renamed to line 39 on October 3, 1934 , from November 17, 1935 to May 3, 1936 and from November 15, 1936 to April 4, 1937 only Mondays to Saturdays, discontinued on February 23, 1938 (conversion to buses) |
| 40 | (Whetstone, Totteridge Lane - (every 8 mins during rush hour only) ) North Finchley, Tally Ho! Corner - Finchley - Golders Green - Childs Hill - Cricklewood, Cricklewood Lane | every 2–8 min. | renamed to line 45 on October 3, 1934 , from February 24, 1935 from North Finchley, Nether Street (new turning loop) or as before from Whetstone, Totteridge Lane, from April 21 to October 27, 1935 on Sundays from Barnet, Church, discontinued on August 2, 1936 (conversion to trolleybus) |
| 41 | Moorgate - Hoxton - Newington Green - Manor House (- "The Wellington" - Wood Green - Palmers Green - Winchmore Hill, Green Dragon (only during rush hour ) ) | every 6 min. | discontinued on May 8, 1938 (conversion to trolleybus) |
| 49 | Liverpool Street Station - Shoreditch - Stoke Newington - Stamford Hill - Seven Sisters Corner - Tottenham, Bruce Grove (- Edmonton, Town Hall [- Ponders End - Enfield Town Station ( rush hour and Saturdays only ) ] (Monday-Saturday only) ) | every 6 min. | from October 16, 1938 only to Stamford Hill and therefore no longer in the MET network |
| 51 | Aldersgate - Islington - Newington Green - Manor House - "The Wellington" - Muswell Hill (Mondays-Saturdays only) | every 8–12 min. | from February 23, 1938 from "The Wellington" on to Wood Green, tram station, discontinued on March 6, 1938 (changeover to trolleybus) |
| 53 | Euston, Tottenham Court Road - Camden - Holloway - Finsbury Park Station - Manor House - Amhurst Park - Stamford Hill - Clapton - Hackney - Whitechapel - Aldgate | unknown | discontinued on March 5, 1939 (conversion to trolleybus) |
| 59 | Holborn, Gray's Inn Road - King's Cross - Barnsbury - Holloway - Finsbury Park Station - Manor House - Seven Sisters Road - Tottenham - Edmonton, City Hall | every 6–7.5 min. | from February 13, 1935 Monday to Saturday to Waltham Cross, discontinued on October 16, 1938 (changeover to trolleybus) |
| 60 | Paddington, Edgware Road - Maida Hill - Kensal Green - Harlesden - Willesden - Willesden Green Station - Cricklewood - Childs Hill - Golders Green - Finchley - North Finchley, Tally Ho! Corner | every 8 min. | from February 24, 1935 to North Finchley, Nether Street (new turning loop), discontinued August 2, 1936 (changeover to trolleybus) |
| 62 | Paddington, Edgware Road - Maida Hill - Kensal Green - Harlesden - Stonebridge Park, Tram Station (- Wembley - Sudbury, "The Swan" (Monday-Saturday only) ) | every 4–8 min. | from February 3, 1935 also on Sundays back to Sudbury, discontinued on August 23, 1936 (changeover to trolleybus) |
| 64 | Paddington, Edgware Road - Maida Hill - Kensal Green - Harlesden - Willesden - Willesden Green Station - Cricklewood - Hendon - Colindale - Edgware, Station Road (during rush hour only) | every 8 min. | from August 2, 1936 now also outside of rush hour traffic, but only to Cricklewood, Chichele Road / Broadway, discontinued on August 23, 1936 (conversion to trolleybus) |
| 66 | Acton, Market Square - North Acton - Willesden Junction Station - Harlesden - Willesden - Willesden Green Station - Cricklewood - Hendon - Colindale - Edgware, Station Road (- Canons Park (excluding Sundays mornings and noon) ) | every 8 min. | from October 3, 1934, additional trips from Willesden Green station to Colindale, tram station or on Saturdays to Edgware, Station Road, from April 21, 1935 on Sundays all day to Canons Park, discontinued on July 5, 1936 (changeover to trolleybus) |
| 68 | Acton, Market Place - North Acton - Willesden Junction Railway Station - Harlesden, Craven Park | every 8 min. | discontinued on July 5, 1936 (conversion to trolleybus) |
| 71 | (Aldersgate - Islington - Highbury - Holloway - Finsbury Park Station - Manor House - "The Wellington" - (Mondays-Saturdays only) ) Wood Green, Tram Station - Lordship Lane - Tottenham - Seven Sisters Corner - Stamford Hill - Clapton - Hackney - Whitechapel - Aldgate | every 6 min. | from March 6, 1938 daily only from Wood Green, tram station, discontinued on February 5, 1939 (changeover to trolleybus) |
| 79 | Smithfield Market - Islington - Highbury - Holloway - Finsbury Park Station - Manor House - Seven Sisters Corner - Tottenham - Edmonton - Ponders End - Enfield Wash - Waltham Cross (Mondays to Saturdays only) , or ... Ponders End - Enfield Town Station (only Sunday) | every 6–7.5 min. | discontinued on October 16, 1938 (conversion to trolleybus) |
| Lines introduced in the former MET network after July 1, 1933: | |||
| line | Routing ( italics = not in the MET network) | introduced on | Development from 1933 |
| 17th | Farringdon Station - King's Cross - Barnsbury - Holloway - Highgate (- East Finchley Station ( rush hour only) ) | February 13, 1935 | discontinued on March 6, 1938 (conversion to trolleybus) |
| 28 | Victoria Station - Wandsworth Road - Wandsworth - Putney - Fulham - Hammersmith - Shepherd's Bush - Scrubs Lane / Harrow Road (- Harlesden, Craven Park (Mondays-Saturdays only) [- Stonebridge Park - Wembley, Church ( rush hour only ]]) | December 7, 1933 | from June 2 to October 27, 1935 and from May 3 to October 18, 1936 also on Sundays to Harlesden, Craven Park, from August 23, 1936 also in rush hour traffic only to Harlesden, Craven Park, from November 15, 1936 on Mondays– Saturdays only to Harlesden, Jubilee Clock, discontinued on September 12, 1937 (changeover to trolleybus) |
| 47 | London Docks - Aldgate East - Shoreditch - Stoke Newington - Stamford Hill (- Seven Sisters Corner [- Tottenham - Edmonton, City Hall (only in summer Sunday afternoons and evenings) ] (to Seven Sisters Corner only all year round on Sundays early) ) | June 30, 1935 | from December 15, 1935 daily only to Stamford Hill and thus no longer in the MET network, from May 3 to October 18, 1936 on Sunday afternoons and evenings to Edmonton, town hall, from May 30, 1937 on Sunday morning again to Seven Sisters Corner, from October 16, 1938 daily only to Stamford Hill and thus no longer in the MET network |
| 54 | Willesden Green Station - Cricklewood - Hendon - Colindale, Tram Station (- Edgware, Station Road (Saturdays only during rush hour) ) (only during rush hour) | October 1933 | discontinued on October 3, 1934 (trips continue to take place under route number 66) |
vehicles
General
All vehicles acquired through MET were manufactured by the Brush Traction company and were numbered consecutively. All cars purchased up to and including 1908 had two GE-58 engines with 28 hp each. The cars that were added later had more powerful GE-67 engines with 40 hp. Most of the cars were double decker, only the E series, which was procured in 1905, were monoplane. They were mainly used on the lines to Alexandra Palace.
Some of the wagons were owned by Middlesex County Council, some owned by Hertfordshire County Council and the rest were owned by MET itself. The side of the car bodies was the owner (as "County Council of Middlesex" or "County Council of Hertfordshire ") And the designation" Metropolitan Electric Tramways L TD . "Is attached to the bottom of all cars . The MET cars were painted red and ivory.
Growth of the vehicle fleet with the development of the route network
A total of 130 double-decker railcars were procured for the opening of electrical operations in 1904. Cars 1 to 70 had a tarpaulin over the upper deck, but cars 71 to 130 were the only series that were completely open. The wagons with an open upper deck that were purchased later also had such a tarpaulin as weather protection. Of the new cars, the first 35 (later B series) were equipped with 30 seats on the lower deck and 38 on the upper deck. The second series (cars 36 to 70, series B / 1), however, only had 24 seats on the lower deck. The 60 completely open railcars (series A) again had 30 seats on the lower deck. In 1905, 20 monoplane (numbers 131 to 150, E series) were also procured, which had 36 seats. Four of these cars were sold to Auckland (New Zealand) after just a few years .
In 1904, the MET also acquired a used car that had been built in 1903 and had been in use as a prototype on the Leicester tram until then . It was given the number 191 and later the series designation D / 1, as it was almost identical in construction to the D series (cars 166 to 190) acquired in 1906. It had 22 seats below and 33 on the upper deck, the D series cars had one less seat on the upper deck. The 15-car class C (numbers 151 to 165) was also added in 1906. In 1908, 20 more of these cars (numbers 192 to 211) were procured with the C / 1 series with minor deviations. With the G series (cars 217 to 236), the last cars with an open upper deck were bought in 1909. The cars of the C, C / 1 and G series had 32 seats on the lower deck and 42 seats on the upper deck.
The first five cars with a closed upper deck (series F, numbers 212 to 216) were purchased in 1908. Then there was the 80-car series H, which supplemented the MET fleet in four deliveries (five cars in 1909, 25 cars in 1910, 30 cars in 1911 and 20 cars in 1912). The cars of both series had 32 seats below and 46 above. With the completion of this delivery, 312 multiple units (numbers 1 to 316) were available.
Omnibuses
In 1913, 225 buses were purchased for MET bus operations. Most of them were also built by Brush Traction. They only bore the lettering "MET" and were painted dark blue. They were not only used on the MET bus routes, but also on other bus routes operated by companies belonging to the "Underground Group". All buses were confiscated by the government during World War I and reused for military purposes. Then buses from other companies were used on the MET lines, but some of them were labeled with the name of the MET.
Conversions
From 1913, 13 B series wagons and all C series wagons were equipped with closed upper decks, which, however, were open like balconies at both ends. The converted B series wagons have now been given the series designation B / 2. They were also equipped with the more powerful GE-67 engines. These engines were also given to the F series cars in 1911, and three B series cars and 24 A series cars by 1916. However, the First World War initially prevented the modernization program from continuing. By 1930 all cars had the more powerful engines, from 1926 the older GE-67 engines were replaced by more powerful engines of various types with 50 to 70 hp. The only wagons that kept their old GE-58 engines were wagons 106 (A series) and 166 to 191 (D and D / 1 series).
The cars of the B / 1 series were equipped with the same seat configuration as the B series during the First World War and were therefore also given the designation B.
Later additions to the fleet
In 1921 a G-Wagen (No. 317) was built in MET's own workshops in Hendon. This car was the first self-built by the MET. Six more cars were built in Hendon in 1925/26. They replaced decommissioned B-cars and an A-car that had crashed, were given their numbers, and were identical to the H series. A prototype (car 318), called "Bluebell", was built in Hendon in 1927. It was given this name because, unlike the other MET cars, it was painted light blue. Another prototype with a slightly shortened upper deck so that the car looked like an omnibus was also built in 1927. He got the nickname "Poppy". It was sold to the LUT on November 16, 1927, where it was given the number 350.
Three other experimental cars, numbers 320, 330, and 331, were built by the Union Construction and Finance Company from 1928 to 1930 . They were of the "Feltham" type, which in 1930/31 was finally purchased in larger numbers (54 cars). The Feltham wagons were not given a series letter, but came into the fleet as a series UCC (after the builder). They were given the numbers 319 to 375.
316 cars were handed over to the London Passenger Transport Board in 1933. Most of the older MET vehicles were scrapped when the route network was closed. The Feltham wagons were usually used on other parts of the London network and some were in service until their complete shutdown in 1952.
Depots
- Edmonton
The oldest depot in the MET network on Tramway Avenue in Edmonton, opened in 1881 for horse-drawn tram operations, initially had ten tracks, and from 1912 onwards eleven. It was in operation for the streetcar until February 5, 1939, until the closure of the trolleybus to Waltham Cross on July 20, 1961 for the trolleybuses, and then until it was closed on January 31, 1986 for buses.
- Kensal Green
The Harrow Road and Paddington Tramways depot in Trenmar Gardens, opened in 1888, was only used for the horse-drawn tram and closed on August 26, 1906 when it was closed. The 21 vehicles stationed there were scrapped except for one horse-drawn tram. This car was used every three months to carry out the line trips necessary to obtain the concession on Chippenham Road. He was moved to the new depot at Stonebridge Park.
- Wood Green
The depot opened in 1895 north of the High Road / Lordship Lane junction and had seven tracks. It initially had space for 62 cars, after a hall extension in June 1908 for 87 cars. It was shut down for the tram on May 8, 1938, then used as a trolleybus depot and since its shutdown the facility has served as a bus depot.
- Manor House
To the northeast of the intersection at Manor House was a small horse-drawn tram depot for 25 carriages. It was opened in 1899 and was only used as a carriage shed until the horse business was closed on July 22, 1904. The facility was not electrified and continued to serve as a track and material store. It was also the headquarters of the MET and later also the London & Suburban Traction Company.
- Hendon
With the opening of the line to Edgware, a depot with an eight-track storage hall and extensive workshops was opened in Colindale. After the MET route networks were connected, the main MET workshop was located here. During the First World War, when the main LUT workshop was used for military purposes, LUT vehicles were also serviced here. In 1930, Hendon was closed as a storage depot and only served as the main workshop. It was not until October 27, 1935, when the depot in Stonebridge Park was converted into a trolleybus depot that vehicles were again stationed in Hendon for a short period, namely until July 5, 1936, in regular service. The main workshop was closed on October 24, 1936 and the site was sold. The bus depot to the south was opened on February 10, 1913 and closed again on March 13, 1914. It was then used as a factory.
- Finchley
The Finchley depot on Ballards Lane opened on June 7, 1905. It initially had 15 hall tracks for 60 cars and was expanded in 1930. On March 6, 1938, it was shut down for the tram. Until the end of the trolleybus operation in Finchley, it served the trolleybuses, since then the buses as a depot.
- Stonebridge Park
The last tram station built by the MET was in Stonebridge Park near the Iron Bridge. It held 48 cars, which could be parked on twelve hall tracks, was opened on October 10, 1906 and served trolleybuses from August 24, 1936. After it was closed, buses were stationed here until 1981.
literature
- John R. Day: London's Trams and Trolleybuses . London Transport, London 1977, ISBN 0-85329-082-2 (English).
- John Reed: London Tramways . Capital Transport Publishing, Harrow Weald 1997, ISBN 1-85414-179-1 (English).
- CS Smeeton: The Metropolitan Electric Tramways. Vol. I - Origins to 1920. Light Rail Transit Association, Broxbourne 1984, ISBN 0-900433-94-9 (English).
- CS Smeeton: The Metropolitan Electric Tramways. Vol. II - 1921 to 1933. Light Rail Transit Association, Broxbourne 1986, ISBN 0-948106-00-X (English).