Metropolitan Line

from Wikipedia, the free encyclopedia
Metropolitan line flag box.svg
Metropolitan Line route
Routing in Greater London, Hertfordshire and Buckinghamshire
Route length: 66.7 km
Gauge : 1435 mm ( standard gauge )
Line color Purple
Opening year 1863
Line type Underlay
Stations 34
depot Neasden
vehicles S floor
Passengers 66,779,000 (2011/12)

The Metropolitan Line is a metro -line of the London Underground , the Aldgate in the City of London with Amersham combines; Branch lines lead to Chesham , Uxbridge and Watford . It is 66.7 km long and serves 34 stations in Greater London and in the north-west bordering regions. It shares the section between Aldgate and Baker Street with the Circle Line , that between Rayners Lane and Uxbridge with the Piccadilly Line and that between Harrow and Amersham with the Chiltern Railways . Besides the Central Line , the Metropolitan Line is the only underground line that crosses the Greater London border.

In 1863, the Metropolitan Railway opened the world's first underground line between Paddington and Farringdon . The main route became the one north-west of Baker Street in the rural areas of the counties of Middlesex , Hertfordshire and Buckinghamshire . The sections of the line close to the center were electrified by 1907, but trains pulled by steam locomotives continued to run beyond Harrow until 1961 . After the Metropolitan Railway was absorbed by the London Passenger Transport Board in 1933 , the route was gradually shortened. The line between Hammersmith and Barking, which previously belonged to the Metropolitan Line, has been run independently as Hammersmith & City Line since 1990 .

Between Aldgate and Finchley Road the track is as Unterpflasterbahn executed and therefore runs immediately below the surface. Nine out of 34 stations are underground. Most of the line is two-lane, with the exception of the single-lane junction to Chesham and a four-lane section between Wembley Park and Moor Park . The section between Wembley Park and Finchley Road is also four lanes; there, however, the inner tracks are used by the Jubilee Line (since 1979; from 1939 to 1979 by the Bakerloo Line ).

The Watford branch will be diverted to Watford Junction via the Croxley Rail Link in the near future . Construction work is expected to begin in 2016 and be completed in 2020.


Metropolitan Railway

Construction of the Metropolitan Railway near King's Cross, 1861

The Metropolitan Railway (also known as the Met) was a rail company that operated passenger and freight services in London and the northwestern suburbs from 1863 to 1933. After years of lobbying by the lawyer Charles Pearson , construction began on the first stretch in May 1860. This connected Paddington , Euston and King's Cross stations with the City of London . Between Paddington and King's Cross she was in open cut under the New Road , then to Farringdon in cuts and a short tunnel. The opening took place on January 10, 1863, with the trains consisting of steam locomotives and wooden wagons. This section is generally considered to be the oldest subway in the world.

In the first six years, the line was equipped with both standard and broad gauge tracks. Trains of the Great Western Railway initially operated on the latter . The collaboration ended after half a year due to significant differences of opinion. As a result, the Met had to rent rolling stock from the Great Northern Railway until its first order was delivered. Between 1865 and 1871 the so-called Widened Lines were built east of King's Cross in order to enable other railway companies to access the City of London parallel to the Metropolitan Railway. Soon the line was extended at both ends and northwards from Baker Street . The Met reached Hammersmith in 1864 and Richmond in 1877 .

A parliamentary commission recommended that the main line of the Met be extended at both ends so that a ring line would emerge from it. To secure funding for the southern half of the ring, a second company, the District Railway, was formed . With the completion of the section between Mansion House and Aldgate in 1884, including a branch to Whitechapel , the Inner Circle around the city center was completed after twenty years . The original plan was to merge the District with the Met. But relations deteriorated under the leadership of Edward Watkin and the District remained independent. Both companies drove the entire ring and fought fierce competition. The main route became the one to the northwest in the rural areas of Middlesex , where it stimulated the development of several new suburbs. Harrow was reached in 1880 and finally in 1899 the line reached Verney Junction , northeast of Oxford and more than 50 miles from Baker Street. From the late 19th century, the Metropolitan Railway shared tracks with the Great Central Railway .

Electrical test train (1900)

The commissioning of competing tube railways led to a marked decline in passengers in central London. The Met and District responded by setting up an electrical test run between Earl's Court and High Street Kensington in 1900 . As a result of these attempts, a joint committee of both companies decided to operate with alternating current and overhead lines . However, when the Underground Electric Railways Company of London (UERL) took over the District Railway, there were disagreements. The UERL was led by Charles Tyson Yerkes , who, based on his experience in the USA, preferred a direct current system with a conductor rail . After conciliation negotiations, both companies agreed on this system. In the years 1905/06 the electrification of the network took place near the center as well as the route from Baker Street via Harrow to Uxbridge.

In contrast to other British railway companies, the Met developed plots of land along its routes for the construction of housing developments, which enabled it to benefit directly from the resulting increase in value. After the First World War it carried out targeted advertising campaigns under the brand name Metro-land for this purpose . In this way it encouraged the emergence of new suburbs. Two new branches to Watford and Stanmore , which opened in 1925 and 1932, were electrified from the start, while steam trains continued to operate on the sections northwest of Rickmansworth .

London Underground

On July 1, 1933, the Metropolitan Railway went along with other subways, tram and bus companies in the London Passenger Transport Board (LPTB), which operated under the brand name London Transport . The Met network became the London Underground's Metropolitan Line . The LPTB wanted to focus on passenger transport and was not interested in freight transport. It stopped shipping parcels on July 2, 1934 and closed the freight shed on Vine Street (near Farringdon Station) on June 30, 1936. On November 1, 1937, the London and North Eastern Railway (LNER) took over all freight traffic. At the same time, the LNER took over the operation of passenger trains with steam locomotives northwest of Rickmansworth. The last train on the branch line to Brill ran on November 30, 1935, between Aylesbury and Verney Junction, operations ceased on April 2, 1936. From 1943 to 1948, the Metropolitan Line temporarily returned to the section between Aylesbury and Quainton Road .

The District Line was congested east of Whitechapel , which is why some Metropolitan trains continued to run to Barking from 1936 . Initially it was 6-car trains of the Hammersmith & City Line, which were diverted from the East London Line . From 1939 onwards there were 6-car trains from Uxbridge that continued eastwards from Aldgate. However, this caused operational problems, so that Barking was again served by trains from Hammersmith from 1941. Continuous trains to the East London Line via the St Mary’s curve were discontinued in November 1939. The isolated from the rest of the network Great Northern & City Railway between Moorgate and Finsbury Park , which had been taken over by the Metropolitan Railway in 1913, was named Northern City Line and was operationally part of the Northern Line from 1937 .

Neasden depot (1959)
Chesham Station (1977)

The New Works Program , adopted in 1935, triggered extensive construction work, such as B. the construction of the railway stations Rayners Lane , Eastcote , Ruislip Manor and Uxbridge . There was still a bottleneck at Finchley Road , where the four-lane line narrowed towards Baker Street to two tracks. The LPTB decided to run the Bakerloo Line through new, parallel tunnel tubes; it should also serve the intermediate stations located there and take over the branch line to Stanmore. Three existing stations on the Metropolitan Line were replaced by two new ones on the Bakerloo Line. Platform conversions were required between Wembley Park and Finchley Road and the junction at Wembley Park was rebuilt as a flyover . Work began in April 1936 and on November 2, 1939 the Bakerloo Line drove to Stanmore for the first time. The intention was to expand Harrow station from four to six tracks, which would have given LNER its own platform there, but the outbreak of World War II interrupted work.

In the 1930s, the complete rebuilding of the section between Wembley Park and Amersham was planned, but this was delayed by more than two decades and could only be completed between 1956 and 1962. The four-lane section now extended to Moor Park . This was linked to the electrification between Rickmansworth and Amersham and on the branch line to Chesham on September 12, 1960 . The last underground train pulled by a steam locomotive ran on September 9, 1961. The following day, British Rail took over operations on the last non-electrified section between Amersham and Aylesbury, using diesel multiple units. A single four-car shuttle train operated on the Chesham branch. The introduction of one-man operation was proposed for the first time in 1972, but the introduction was delayed until 1986 due to disputes with trade unions.

Although the East London Line was operated in isolation by commuter trains since 1939, it was shown on the route network maps as part of the Metropolitan Line until 1968. The train route between Hammersmith and Whitechapel (during rush hour to Barking), which was formerly also operated as part of the Metropolitan Line, has been referred to as Hammersmith & City Line since 1990 and operated independently. Since then, the Metropolitan Line has been limited to the Aldgate - Baker Street route and the north-west connecting routes to Amersham, Chesham, Uxbridge and Watford.

In 2003, the infrastructure was partially privatized as part of a public-private partnership and transferred to the Metronet consortium. Metronet went bankrupt in 2007, after which Transport for London (TfL) took over responsibility for maintenance. In 2010, TfL reduced the number of trains to Amersham to two an hour and at the same time introduced direct trains from Chesham to London, which replaced the previous shuttle trains.


The Metropolitan Line is 66.7 kilometers long and serves 34 stations. It is electrified with a direct current system, consisting of a conductor rail in the middle of the route with –210 V and another lateral conductor rail with +420 V, which results in a potential difference of 630 V. The first 9.7 km between Aldgate and Finchley Road are underground, with the section to Baker Street being shared with the Circle Line and Hammersmith & City Line . Between Finchley Road and Wembley Park , the route runs parallel to the Jubilee Line (directional tracks arranged in pairs), with transfer options on the same platform at the stations mentioned. At Wembley Park, the Jubilee Line branches off in the direction of Stanmore by means of a flyover . From Finchley Road the four tracks run parallel to the Chiltern Main Line coming from Marylebone .

Uxbridge station

Between Wembley Park and Harrow-on-the-Hill , the Metropolitan Line continues to have four lanes, also with directional tracks arranged in pairs, parallel to the two-track and non-electrified Chiltern Main Line. The local tracks are located between the express tracks and the two intermediate stations have central platforms. Harrow-on-the-Hill has platforms for all lines. Here the 12.1 kilometer long branch to Uxbridge branches off level-free ; after Rayners Lane it shares it with the Piccadilly Line .

The main route between Harrow-on-the-Hill and Moor Park also has four lanes and is paired according to type of use. The western express tracks are shared with the Chiltern trains from Marylebone, the eastern local tracks have side platforms at the intermediate stations. West of Moor Park follows the Watford Triangle , where the double-lane branch line branches off to Watford . The main line between the Watford Triangle and Amersham is two-lane. A 6.26-kilometer single-track branch line to Chesham begins in Chalfont & Latimer . The Metropolitan Line ends in Amersham, where there are shunting tracks immediately after the platforms. The remainder of the route to Aylesbury is reserved for Chiltern Railways trains .


Arrival of a train in Croxley

The Metropolitan Line is the only London Underground line on which express trains run, passing several intermediate stations without stopping. The following train routes exist (December 2013):

  • Amersham - Aldgate: 2 trains / hour
  • Chesham - Aldgate: 2 trains / hour
  • Watford - Baker Street: 4 trains per hour
  • Uxbridge - Baker Street: 4 trains per hour

This results in a basic cycle of 16 trains per hour. (one train every 3:45 min) between Harrow-on-the-Hill and Baker Street and from 12 trains per hour. (one train every 5 minutes) between Baker Street and Aldgate. During rush hour , the cycle is compressed. Some trains to Amersham and Chesham only stop at Harrow-on-the-Hill during rush hour between Finchley Road and Moor Park. Chiltern Railways also operates two trains an hour from Amersham to Marylebone .


Electric locomotives

Electric locomotive No. 12 Sarah Siddons

London Transport (LT) took over the 20 electric locomotives (output: 890 kW) from the Metropolitan Railway that had been used to pull passenger trains on the electrified sections south of Rickmansworth. They remained in use until the introduction of the A Stock series in 1961. Two locomotives have been preserved: No. 5. " John Hampden " is exhibited in the London Transport Museum , No. 12 " Sarah Siddons " is operational and is used on nostalgic trips.

Steam locomotives

LT also took over a number of steam locomotives from the Metropolitan Railway . However, the later so-called series G Class, H Class and K Class were transferred to the London and North Eastern Railway on November 1, 1937 , which took over the entire freight traffic and carried out the passenger traffic northwest of Rickmansworth. From the 1940s they were replaced by former Great Central Railway locomotives (GCR Class 9N). These in turn gave way to locomotives of the LNER Class L1 series from 1948. Ten years later, locomotives for the former London, Midland and Scottish Railway followed . LT kept eleven locomotives for shunting tasks. From 1956 these were replaced by 0-6-0-OPT tank locomotives from the former Great Western Railway , which remained in service until 1971. Two steam locomotives of the Metropolitan Railway have survived: A Class No. 23 (LT L45) is in the London Transport Museum, E Class No. 1 (LT L44) is owned by the Buckinghamshire Railway Center .


The Metropolitan Railway's dreadnought carriages and two Pullman cars were used by LT for the locomotive hauled trains that ran northwest of Rickmansworth. While LT withdrew the Pullman cars at the beginning of World War II, the Dreadnoughts stayed in service until the introduction of the A-stock cars in 1961. The Vintage Carriages Trust owns three dreadnought cars. In 1940 the non-electrified branch line to Chesham was converted to "autotrain" operation; H. the steam trains could be controlled from both ends, which meant that the time-consuming shunting of the locomotives was no longer necessary. Locomotives of the LNER C13 Class series were used for this, together with Ashbury bogie wagons, which were redundant after the introduction of the O Stock. Today the Bluebell Railway has four Ashbury carriages, while a fifth Neasden car is on display at the London Transport Museum.


T floor
S floor

London Transport acquired several Metropolitan Railway railcars . From 1927 to 1933, compartment railcars were built by the Metropolitan Carriage and Wagon and Birmingham Carriage and Wagon. There were three incompatible types with different electrical equipment and motors. In order to standardize them, they were matched with Westinghouse brakes and better. In 1938 nine 8 and ten 6 units were given the new designation T Stock.

The common rolling stock of the Metropolitan Railway and Great Western Railway on the route to Hammersmith, which dates back to 1905, was replaced by class O Stock railcars. From 1937 these operated in formations of four or six. However, the trains consisted exclusively of motor vehicles, which led to problems with the power supply, so that sidecars were attached from 1938. LT also ordered the P Stock series to replace all of the existing railcars on the Metropolitan Railway. A combination of three-car units and two-car units, which could be put together to form six- or eight-car trains, came into use from July 1939. O and P Stock were not compatible due to different electrical equipment, despite almost identical construction.

The F Stock series was built for the District Railway in the 1920s . Several of these cars were available for use on the Metropolitan Line from the 1950s and ran mainly to Uxbridge or the East London Line. When the Amersham electrification program began in 1959, London Transport ordered 248 A60 Stock cars from Cravens in Sheffield to replace the T-Stock cars and locomotive-pulled trains. In 1962/63, 27 more trains of the A62 Stock series were added (replacement for F and P Stock on the Uxbridge line). In 1968 London Transport ordered 35 six-car trains from the C69 Stock series.

Since September 2012, the entire Metropolitan Line vehicle fleet has consisted of eight-car trains from the S Stock series , which were introduced from September 2010. They are part of the Movia product range from Bombardier Transportation and have air conditioning and regenerative brakes . The maximum speed is 100 km / h. It is planned to increase the operating voltage from 630 V to 750 V.

future plans

The introduction of the S Stock series is connected with the renewal of tracks, power supply and signaling systems. This will increase the capacity to 27 trains per hour by the end of 2018. A control center for the entire sub-paving network is to be built in Hammersmith and an automatic train control system will replace the signals from the 1940s. Signals with an ATP train control system along the route sections north of Harrow-on-the-Hill will remain.

Transport for London and Hertfordshire County Council plan to relocate the Watford line (Croxley Rail Link). Today's terminus is a bit out of the way; the route should to Watford Junction , the main railway station of Watford , to be laid. After the government issued the necessary permit in July 2013, construction work is scheduled to begin in June 2016 and be completed in January 2020.

List of stations

Metropolitan Line (from Baker Street)
Jubilee Line
Circle Line / H&C Line
Baker Street
→ to Marylebone
Regent's Canal
Lord’s (1868–1939)
St. John's Wood
Marlborough Road (1868-1939)
West Coast Main Line
Swiss Cottage
Swiss Cottage (1868-1940)
Finchley Road
West Hampstead (1879-1940)
North London Line
Kilburn (1879-1940)
Willesden Green (1879-1940)
Dollis Hill (1909-1940)
Dudding Hill Line
(1880-1940) Neasden
→ to the Dudding Hill Line
Chiltern Main Line
Neasden Depot
Wembley Park
Parking facility
(today's Jubilee Line)
(1932-1939) Kingsbury
Preston Road (1908-1932)
(1934-1939) Queensbury
Preston Road (1932-)
(1932-1939) Canons Park
Watford DC Line / WCML
(1932-1939) Stanmore
Bakerloo Line
Northwick Park
West Harrow
North Harrow
Piccadilly Line
Rayners Lane
Ruislip Manor
Moor Park
Chiltern Main Line
River Colne
Central Line
Gade / Grand Junction Canal
Watford Curve
Hillingdon (1923-1992)
Hillingdon (1992-)
Gade / Grand Junction Canal
Uxbridge (1904-1938)
Uxbridge Depot
Uxbridge (1938-)
Watford Vicarage Road
Watford High Street
Watford DC Line / WCML
Watford Junction
Chalfont & Latimer
(1892–1961) Great Missenden
(1892-1961) Wendover
(1892-1961) Stoke Mandeville
(1892-1893) Aylesbury
to Princes Risborough
(1894-1961) Aylesbury
(1897-1936) Waddesdon
(1896-1948) Quainton Road
(1891-1896) Quainton Road
Great Central Main Line
(1891-1936) Granborough Road
Waddesdon Road (1899-1935)
(1891-1936) Winslow Road
Westcott (1899-1935)
Varsity Line to Bletchley
↔ Great Central Main Line
(1891-1936) Verney Junction
Wotton (1899-1935)
← Varsity Line to Oxford
Chiltern Main Line
Wood Siding (1899-1935)
Brill (1899-1935)

Because of the large number of branches in the west, the list begins at the east end. It also includes the stations of the Hammersmith & City Line, which is now operated separately . This was operated as part of the Metropolitan Line until 1990 and only then shown as a separate line in the network plan.

Branch line to Barking

  • Barking - first served on May 4, 1936
  • East Ham - first served on March 30, 1936
  • Upton Park - first operated on March 30, 1936
  • Plaistow - first served on March 30, 1936
  • West Ham - first served on March 30, 1936
  • Bromley-by-Bow - first operated on March 30, 1936 as Bromley; renamed on May 18, 1967
  • Bow Road - first served on March 30, 1936
  • Mile End - first served on March 30, 1936
  • Stepney Green - first served on March 30, 1936
  • Whitechapel - first served December 3, 1906; not served from March 30, 1913 to March 29, 1936
  • St Mary's (Whitechapel Road) - first operated October 1, 1884; closed on April 30, 1938
  • Aldgate East - opened October 6, 1884; closed on October 30, 1938 and reopened at the current location one day later

Main route in the city center

  • Aldgate - opened November 18, 1876
  • Liverpool Street - opened as Bishopsgate on February 1, 1875; renamed November 1, 1909
  • Moorgate - opened as Moorgate Street on December 23, 1865; renamed on October 24, 1924
  • Barbican - opened as Aldersgate Street on December 23, 1865; renamed Aldersgate on November 1, 1910; renamed Aldersgate & Barbican in 1923; renamed Barbican on December 1, 1968
  • Farringdon - opened January 10, 1863 as Farringdon Street; closed on December 22, 1865 and reopened a day later at the current location; renamed Farringdon & High Holborn on January 26, 1922; renamed Farringdon on April 21, 1936
  • King's Cross St. Pancras - opened January 10, 1863 as King's Cross; renamed in 1933, closed on March 9, 1941, reopened at the current location on March 14, 1941
  • Euston Square - opened as Gower Street on January 10, 1863; renamed November 1, 1909
  • Great Portland Street - opened as Portland Road on January 10, 1863; renamed on March 1, 1917
  • Baker Street - opened January 10, 1863
  • Edgware Road - opened January 10, 1863

Branch line to Hammersmith

  • Edgware Road
  • Paddington - opened as Paddington (Bishop's Road) on January 10, 1863; renamed on September 10, 1933
  • Royal Oak - opened October 30, 1871
  • Westbourne Park - opened February 1, 1866; closed on October 31, 1871 and reopened at the current location one day later
  • Ladbroke Grove - opened as Notting Hill on June 13, 1864; renamed Notting Hill (Ladbroke Grove) in 1880, renamed Ladbroke Grove (North Kensington) in 1919, renamed Ladbroke Grove in 1938
  • Latimer Road - opened December 16, 1868

At Latimer Road a route branched off to Kensington (Olympia) , where it had a connection to the District Line ; it was opened on July 1, 1864. On November 1, 1869, the Uxbridge Road intermediate station opened. The branch line was closed on October 19, 1940.

  • Wood Lane (New) - Opened October 12, 2008
  • Wood Lane (old) - opened as Wood Lane (Exhibition) on May 1, 1908; closed October 31, 1914, reopened as Wood Lane (White City) on May 5, 1920; renamed White City on November 23, 1947, closed on October 24, 1959
  • Shepherd's Bush Market - opened June 13, 1864 as Shepherd's Bush; closed on March 31, 1914 and reopened at the current location one day later, renamed Shepherd's Bush Market on October 5, 2008
  • Goldhawk Road - opened April 1, 1914
  • Hammersmith - opened June 13, 1864, closed November 30, 1868 and reopened at the current location a day later

From 1877 to 1906, Metropolitan Line trains ran on the London and South Western Railway to Richmond .

Northwest trunk line

  • Baker Street (separate station) - opened April 13, 1868
  • Lord’s - opened April 13, 1868 as St. John's Wood Road; renamed St. John's Wood on April 1, 1925; renamed Lord's on June 11, 1939; closed on November 19, 1939
  • Marlborough Road - opened April 13, 1868; closed on November 19, 1939
  • Swiss Cottage - opened April 13, 1868; closed on August 17th, 1940
  • Finchley Road - opened June 30, 1879
  • West Hampstead - opened June 30, 1879; last served on December 7, 1940
  • Kilburn & Brondesbury - opened November 24, 1879; last served on December 7, 1940
  • Willesden Green - opened November 24, 1879; last served on December 7, 1940
  • Dollis Hill - opened October 1, 1909; last served on December 7, 1940
  • Neasden - opened as Kingsbury & Neasden on August 2, 1880; renamed Neasden & Kingsbury on January 1, 1910; renamed Neasden on January 1, 1932; last served on December 7, 1940
  • Wembley Park - opened October 14, 1893
  • Preston Road - opened May 21, 1908
  • Northwick Park - opened June 28, 1923 as Northwick Park & ​​Kenton; renamed on March 15, 1937
  • Harrow-on-the-Hill - opened as Harrow on August 2, 1880; renamed on June 1, 1894
  • North Harrow - opened March 22, 1915
  • Pinner - opened May 25, 1885
  • Northwood Hills - opened November 13, 1933
  • Northwood - opened September 1, 1887
  • Moor Park - opened May 9, 1910 as Sandy Lodge; renamed Moor Park & ​​Sandy Lodge on October 18, 1923; renamed Moor Park on September 25, 1950
  • Rickmansworth - opened September 1, 1887
  • Chorleywood - opened July 8, 1889
  • Chalfont & Latimer - opened July 8, 1889 as Chalfont Road; renamed on November 1, 1915
  • Amersham - opened September 1, 1892
  • Great Missenden - opened on September 1, 1892, last served on September 10, 1961 (taken over by British Rail)
  • Wendover - opened on September 1, 1892, last served on September 10, 1961 (taken over by British Rail)
  • Stoke Mandeville - opened on September 1, 1892, last served on September 10, 1961 (taken over by British Rail)
  • Aylesbury - opened September 1, 1892, closed December 31, 1893, and reopened in a new location a day later; last served on September 10, 1961 (takeover by British Rail)
  • Waddesdon - opened as Waddesdon Manor on January 1, 1897, renamed October 1, 1922; closed on July 5, 1936
  • Quainton Road - opened July 1, 1891; closed on November 29, 1896 and reopened at the new location one day later; last served on July 4, 1936; served again on April 5, 1943; finally closed on May 29, 1948
  • Granborough Road - opened July 1, 1891; closed on July 4, 1936
  • Winslow Road - opened July 1, 1891; closed on July 4, 1936
  • Verney Junction - opened July 1, 1891; closed on July 4, 1936

Branch line to Uxbridge

  • Harrow-on-the-Hill
  • West Harrow - opened November 17, 1913
  • Rayners Lane - opened May 26, 1906
  • Eastcote - opened May 26, 1906
  • Ruislip Manor - opened on August 5, 1912, closed on February 11, 1917, reopened on April 1, 1919
  • Ruislip - opened on July 4, 1904
  • Ickenham - opened September 25, 1905
  • Hillingdon - opened December 10, 1923; closed on December 5th, 1992 and reopened at the current location one day later
  • Uxbridge - opened July 4, 1904; closed on December 3, 1938 and reopened at the current location one day later

Branch line to Watford

  • Moor Park
  • Croxley - opened as Croxley Green on November 2, 1925; renamed on May 23, 1949
  • Watford - opened November 2, 1925

Branch line to Chesham

  • Chalfont & Latimer
  • Chesham - opened July 8, 1889

Branch line to Brill

The Metropolitan Line took over the Brill Tramway , an existing light rail line between Quainton Road and Brill, and converted it.

  • Quainton Road
  • Waddesdon Road - first operated as Waddesdon on December 1, 1899; renamed October 1, 1922; closed on November 30, 1935
  • Westcott - first served December 1, 1899; closed on November 30, 1935
  • Wotton - first served on December 1, 1899; closed on November 30, 1935
  • Wood Siding - first operated December 1, 1899; closed on November 30, 1935
  • Brill - first served on December 1, 1899; closed on November 30, 1935

For stations between Wembley Park and Stanmore see Jubilee Line , for stations between Aldgate and Barking see Hammersmith & City Line .


  • Oliver Green: The London Underground: An illustrated history . Ian Allan, Shepperton 1987, ISBN 0-7110-1720-4 .
  • Stephen Halliday: Underground to Everywhere: London's Underground Railway in the Life of the Capital . Sutton Publishing, Stroud 2001, ISBN 0-7509-2585-X .
  • Mike Horne: The Metropolitan Line . Capital Transport, St Leonards on Sea 2003, ISBN 1-85414-275-5 .
  • J. Graeme Bruce: Steam to Silver. A history of London Transport Surface Rolling Stock . Capital Transport, St Leonards on Sea 1983, ISBN 0-904711-45-5 .
  • Bill Simpson: A History of the Metropolitan Railway . tape 1 : The Circle and Extended Lines to Rickmansworth. Lamplight Publications, Witney 2003, ISBN 1-899246-07-X .
  • HC Casserley: The later years of Metropolitan Steam . D. Bradford Barton, 1977, ISBN 0-85153-327-2 .
  • Clive Foxell (Ed.): Chesham Shuttle . 1996, ISBN 0-9529184-0-4 .

Web links

Commons : Metropolitan Line  - collection of pictures, videos and audio files

Individual evidence

  1. ^ London Underground - Performance Data . Transport for London (Performance Data Almanac). Retrieved April 24, 2016.
  2. ^ Green: The London Underground: An illustrated history. Pp. 3-5.
  3. ^ Halliday: Underground to Everywhere. P. 20.
  4. ^ Green: The London Underground: An illustrated history. Pp. 7-10.
  5. ^ Green: The London Underground: An illustrated history. Pp. 11-14.
  6. ^ Green: The London Underground: An illustrated history. Pp. 24-25.
  7. ^ Green: The London Underground: An illustrated history. Pp. 43-45.
  8. ^ Horne: The Metropolitan Line. Pp. 54-55.
  9. ^ Green: The London Underground: An illustrated history. Pp. 46-48.
  10. ^ Horne: The Metropolitan Line. P. 69.
  11. a b Horne: The Metropolitan Line. P. 65.
  12. Bruce: Steam to Silver. P. 48.
  13. ^ Horne: The Metropolitan Line. P. 58.
  14. ^ Horne: The Metropolitan Line. Pp. 59-61.
  15. ^ Simpson: A History of the Metropolitan Railway. P. 74.
  16. ^ Horne: The Metropolitan Line. P. 71.
  17. ^ Green: The London Underground. P.56.
  18. a b c Detailed track plan of the London Underground., accessed April 24, 2016 (French).
  19. Bruce: Steam to Silver. P. 113.
  20. ^ Casserley: The later years of Metropolitan Steam. Pp. 80-83.
  21. ^ Casserley: The later years of Metropolitan Steam. P. 95.
  22. Bruce: Steam to Silver. P. 63.
  23. ^ Horne: The Metropolitan Line. P. 66.
  24. Foxell: Chesham Shuttle. P. 66.
  25. ^ The history of the carriages. Bluebell Railway, 2007, accessed April 24, 2016 .
  26. Bruce: Steam to Silver. Pp. 72-74.
  27. Bruce: Steam to Silver. P. 93.
  28. Bruce: Steam to Silver. Pp. 90-93.
  29. Bruce: Steam to Silver. Pp. 78-81.
  30. Bruce: Steam to Silver. P. 110.
  31. Bruce: Steam to Silver. Pp. 114-115.
  32. Fit for the future. (PDF; 2.1 MiB) (No longer available online.) Transport for London , 2014, archived from the original on January 23, 2016 ; Retrieved April 24, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /