Underground Electric Railways Company of London

586:

UERL's substantial borrowings. In the Bakerloo Tube's first twelve months of operation, it carried 20.5 million passengers, less than sixty per cent of the 35 million that had been predicted during the planning of the line. The Piccadilly Tube achieved 26 million of a predicted 60 million and the Hampstead Tube managed 25 million of a predicted 50 million. For the DR, the UERL had predicted an increase to 100 million passengers after electrification, but achieved 55 million. The lower than expected passenger numbers were partly due to competition between the UERL's lines and those of the other tube and sub-surface railway companies, and the further spread of electric trams and motor buses, replacing slower, horse-drawn road transport, that took a large number of passengers away from the trains. The low price of tickets also depressed income.

485: 695: 648: 367: 613: 476:. Originally planned by the B&PCR, construction of the power station began in 1902 and finished in December 1904. It became operational on 1 February 1905, generating three-phase alternating current at 11,000 volts, which was converted to 550 volts direct current at track-side transformers located around the network. The power station was constructed large enough to power all of the UERL's lines once they opened plus others later. By the time the last of the DR's steam trains were retired on 5 November 1905, the UERL had spent £1.7 million (£231 million today) on the electrification of the line. 41: 33: 559: 284:, usually known as the District Railway or DR. By March 1901, the syndicate had acquired a controlling interest in the DR and proposed its electrification. Yerkes established the Metropolitan District Electric Traction Company (MDETC) on 15 July 1901 with himself as managing director. The company raised £1 million (£137 million today) to carry out the electrification works including the construction of the generating station and supplying the new electric rolling stock. In September 1901, Perks became the DR's chairman. 239: 662:(LGOC) in 1912 and the CLR and the C&SLR on 1 January 1913. The LGOC was the dominant bus operator in the capital and its high profitability (it paid dividends of 18 per cent compared with Underground Group companies' dividends of 1 to 3 per cent) subsidised the rest of the group. Through the UERL's shareholding in the London and Suburban Traction Company (LSTC), which it owned jointly with 858: 353:

of shares. They were sold at a 4 per cent discount, paid 5 per cent interest and were due for repayment in 1908. The assumption was that shares would inevitably rise in value once the UERL's tube railways were operational and producing a profit. Investors in the notes would gain the double benefit of the growth in share price and interest.

104:

It also controlled large bus and tram fleets, the profits from which subsidised the financially weaker railways. After the war, railway extensions took the UERL's services out into suburban areas to stimulate additional passenger numbers so that, by the early 1930s, the company's lines stretched beyond the

593:(LCC) to inject £5 million into the UERL and used some of his own bank's money to pay-off disgruntled shareholders threatening bankruptcy proceedings. Eventually, Speyer and Gibb managed to obtain agreement from the shareholders to convert the notes into long-term debt to be repaid in 1933 and 1948. 504:

were complete and works on the station buildings were under way. Construction of the GNP&BR and the CCE&HR began in July 1902 and proceeded quickly so that the UERL was able to record in its annual report in October 1904 that 80 per cent of the GNP&BR's and 75 per cent of the CCE&HR's

348:

of £5 million (£686 million today). The company was backed by three merchant banks, Speyer Brothers in London, Speyer & Co. in New York and Old Colony Trust Company in Boston, each of which was to receive £250,000 from the capital raised. Almost 60 per cent of the initial share offering

103:

The UERL struggled financially in the first years after the opening of its lines and narrowly avoided bankruptcy in 1908 by restructuring its debt. A policy of expansion by acquisition was followed before World War I, so the company operated most of the underground railway lines in and around London.

516:

into place as the shield advanced. Generally the tunnels followed surface roads and were constructed side by side, but where the width of the road above was insufficient, tunnels were placed one above the other. Stations on all three lines were provided with surface buildings designed by the UERL's

499:

With funds in place, construction of the BS&WR was quickly restarted. 50 per cent of the tunnelling and 25 per cent of the station work had been completed before work had been stopped, and by February 1904 virtually all of the tunnels and underground parts of the stations between Elephant &

352:

Like many of Yerkes' schemes in the United States, the structure of the UERL's finances was highly complex and involved the use of novel financial instruments. One method, used by Yerkes to raise £7 million, was "profit-sharing secured notes", a form of bond which was secured against the value

585:

Yerkes also did not live to see the UERL's financial struggle during the first years after the opening of the new lines. Because of greatly over-optimistic pre-opening predictions of passenger numbers, the lines failed to generate the income expected and needed to fund the interest payments on the

335:

in 1900. With a varied collection of companies under his control, Yerkes established the UERL in April 1902 to take control of them all and manage the planned works and took the position of chairman. On 8 June 1902, the UERL took over the MDETC and paid off the company's shareholders with cash and

782:

Starting in the early 1920s, competition from numerous small bus companies, nicknamed "pirates" because they operated irregular routes and plundered the LGOC's passengers, eroded the profitability of the Combine's bus operations. This had a negative impact on the profitability of the whole group.

229:

systems in Chicago, but his questionable business methods, which included bribery and blackmail, had finally drawn the disapproving attention of the public. Yerkes had unsuccessfully attempted to bribe the city council and Illinois state legislature into granting him a 100-year franchise for the

761:

In addition, a programme of modernising many of the Underground's busiest central London stations was started; providing them with escalators to replace lifts. New and refurbished rolling stock was gradually introduced on a number of lines with automatic sliding doors along the length of the

349:

was bought in the United States, with a third sold in Britain and the rest mainly in the Netherlands. Further capital was soon needed for the construction works and additional share and bond issues followed. The UERL eventually raised a total of £18 million (£2.44 billion today).

330:

and, unlike his other tube railway purchases, construction work had started in 1898. Substantial progress had been made before it was stopped following the collapse of the BS&WR's parent company, the London & Globe Finance Corporation, due to the fraud of its managing director

582:, was appointed managing director. The BS&WR opened to passengers on 10 March 1906. The GNP&BR followed on 15 December 1906, with the CCE&HR on 22 June 1907. The three tube lines quickly came to be known as the Bakerloo Tube, Piccadilly Tube and Hampstead Tube. 299:. Still, it had yet to raise the capital to do so. At South Kensington, it was to connect to the deep-level line planned by the DR. On 12 September 1901, the DR-controlled board of the B&PCR sold the company to the MDETC. In the same month, the B&PCR took over the 705:

Another way in which the UERL tried to improve income was the construction of extensions to its lines to generate additional passenger traffic, often through the stimulation of new housing developments in the areas through which the lines ran. The DR was extended to

437:

Railways; they rejected the Ganz system putting the DR and the MDETC into dispute with the MR which wanted to proceed with the Ganz system. After some acrimonious debate between the two companies, some of which was carried out in public through the letters pages of

398:

and a jointly owned test train operated a shuttle service between February and November 1900. Having proven the practicality of electric traction, the two companies set up a joint committee to select a supplier of equipment for the electrification of their networks.

803:) at the forefront of debates as to the level of regulation and public control under which transport services should be brought. Stanley aimed for regulation that would give the UERL group protection from competition and allow it to take substantive control of the 609:, Stanley instigated a plan to increase passenger numbers; developing the "Underground" brand and establishing a joint booking system and coordinated fares throughout all of London's underground railways, including those not controlled by the UERL. 890: 210:. However, it needed to be financially strong enough to raise the capital to carry out the work independently. It also had parliamentary approval for a congestion-relieving deep-level line that was to run beneath its existing route between 848: 463:

that opened with its first electric service in June 1903. Conversion of the rest of the DR's tracks was completed in mid-1905, although failure to coordinate installations with the MR meant that the first electric services on the

541:. This controlled signals based on the presence or absence of a train on the track ahead. Signals incorporated an arm that was raised when the signal was red. If a train failed to stop at a red signal, the arm would activate a " 569:

Apart from the electrification of the DR, Yerkes did not live to see the completion of the fast-paced construction works that he set in motion; he died in New York on 29 December 1905 and was replaced as UERL chairman by

127:

In the 1920s, competition from small unregulated bus operators reduced the profitability of the road transport operations, leading the UERL's directors to seek government regulation. This led to the establishment of the

525:

blocks with wide semi-circular windows on the upper floor. The stations had flat roofs and were designed to accommodate upward extension for commercial development. Most stations were provided with between two and four

425:, although the system had not yet been adopted for the full-scale operation of a railway. Before the appointment of Ganz could be finalised, Yerkes took control of the DR. He and his engineers preferred the low voltage 863: 815:. As Stanley had done with shareholders in 1910 over the consolidation of the three UERL controlled tube lines, he used his persuasiveness to obtain their agreements to the government buy-out of their stock. 421:. The system delivered current by overhead conductor wires and was cheaper than alternatives using power rails and required fewer electrical sub-stations. An experimental line had been constructed by Ganz in 682:. The much enlarged group became known as the Combine. Only the MR (and its subsidiaries the Great Northern & City Railway and the East London Railway) and the W&CR (by then fully owned by the 762:

carriages instead of manual end gates, reducing boarding times. By the middle of the 1920s, the organisation had expanded to such an extent that a large, new headquarters building designed by

589:

The crisis point for the UERL was the need to redeem the five-year profit-sharing secured notes on 30 June 1908. The UERL did not have the money. Speyer unsuccessfully tried to persuade the

530:

and an emergency spiral staircase in a separate shaft. At platform level, the wall tiling featured the station name and an individual geometric pattern and colour scheme designed by Green.

2246: 2241: 982: 1010:, were installed in pairs within 23-foot (7.0 m) diameter shafts. The number of lifts depended on the expected passenger demand at the stations, for example, the BS&WR's 847: 787:

the government for regulation of transport services in the London area. Starting in 1923, a series of legislative initiatives were made in this direction, with Stanley and

291:(B&PCR) was a tube railway company that had been purchased by the DR in 1898 but had remained a separate financial entity. It had permission to construct a line from 2256: 900: 754:

was obtained in 1913 and again in 1920, but was not used. Later, during 1932 and 1933, the Piccadilly Tube was extended at both ends: in the north from Finsbury Park to

274: 277:, had suggested the CCE&HR to Yerkes and the American's consortium bought the company for £100,000 (approximately £13.7 million today) on 28 September 1900. 2218: 312: 77: 2251: 637: 2203: 811:(LPTB), a public corporation that would take control of the UERL, the Metropolitan Railway and all bus and tram operators within an area designated as the 250: 73: 161:(CLR) in 1900. Construction started on one other line and stopped following a financial crisis. The rest of the companies needed help to raise funding. 927:, usually deep below ground level. Today, the word is used colloquially to refer to any or all of the London Underground, even those parts that use 722:

four years later. The Hampstead tube was extended a short distance at its southern end to provide an interchange with the Bakerloo and the DR at

807:; Morrison preferred full public ownership. After seven years of false starts, a bill was announced at the end of 1930 for the formation of the 288: 2042: 575: 2146: 132:

in 1933, which absorbed the UERL and all of the independent and municipally operated railway, bus, and tram services in the London area.

391: 651: 602: 508:

Following the pattern adopted by the earlier tube lines, each of the UERL's lines was constructed as a pair of circular tunnels using

206:

companies and the CLR, which were eroding its passenger traffic. To become more competitive, the DR was contemplating a programme of

2193: 2121: 2099: 2080: 2061: 2023: 2004: 1985: 986: 319: 300: 170: 69: 1015: 327: 230:

tramway system. Following a public backlash, he sold his Chicago investments and turned his attention to opportunities in London.

812: 808: 800: 719: 715: 683: 522: 311:. The routes of the B&PCR and GN&SR were subsequently linked and combined with part of the DR's tube route to create the 150: 129: 468:

from 1 July 1905 were disrupted for several months due to equipment failures on the MR's trains. Power came from the UERL's own

771: 40: 1743: 1209: 2173: 1437: 1407: 1377: 1110: 804: 671: 659: 605:, appointed by Gibb in 1907, began to increase the UERL's income by improving management structures. With commercial manager 395: 296: 207: 195: 521:

in a standardised style modified for each site. These consisted of two-storey steel-framed buildings faced with red glazed

2208: 958: 954: 675: 430: 292: 281: 146: 322:(BS&WR) in March 1902 for £360,000 (£49.4 million today). The BS&WR had permission to construct a line from 974: 679: 534: 387: 211: 882: 2142: 739: 488: 45: 658:

As managing director of the UERL from 1910, Stanley led further transport consolidation with the UERL's take-over of

993:

on the CCE&HR. For these stations the tube line was accessed either from an existing station building or from a

624:

In 1909, the UERL overcame the objections of previously reluctant American investors, and announced a parliamentary

168:(DR) was a sub-surface underground railway, which had opened in 1868. Its steam-hauled services operated around the 1011: 990: 895: 727: 579: 456: 215: 175: 154: 978: 711: 663: 460: 323: 183: 755: 694: 641: 962: 747: 735: 723: 629: 469: 455:

Victorious, the MDETC quickly began the electrification of the DR's tracks, starting with an extension from

371: 187: 878: 2198: 751: 667: 434: 158: 1007: 970: 966: 796: 707: 590: 308: 366: 17: 628:

for the formal merger of the Bakerloo, Hampstead and Piccadilly Tube lines into a single company, the

731: 620:

from 1908 showing the UERL's lines and those of the other tube companies and the Metropolitan Railway

379: 304: 270: 68:

for the three deep-level "tube" underground railway lines opened in London during 1906 and 1907: the

429:

conductor rail system they had worked with in the United States and which was already in use on the

767: 743: 625: 410: 191: 2151: 2114:

The Subterranean Railway: How the London Underground Was Built and How It Changed the City Forever

2166: 1933: 1715: 1695: 1150: 994: 501: 85: 822:– and came into existence on 1 July 1933, with Stanley as chairman and Pick as Chief Executive. 473: 448:. The decision was made in December 1901 to use the four-rail system, although the arbitrator, 253:(CCE&HR). The company had parliamentary permission to build a deep-level tube railway from 153:

for other deep-level routes under the capital, but by 1901 only two more lines had opened: the

2117: 2095: 2076: 2057: 2038: 2019: 2000: 1981: 924: 788: 509: 179: 940:

A "sub-surface" underground railway is constructed in a shallow roofed-over trench using the

574:. Speyer was chairman of the UERL's backer Speyer Brothers and a partner in Speyer & Co. 2213: 2109: 1928: 1710: 1690: 923:

A "tube" railway is an underground railway constructed in a circular tunnel by the use of a

792: 647: 449: 378:

Before its takeover, the DR had carried out some joint electrification experiments with the

165: 105: 81: 819: 332: 97: 65: 654:(Lord Ashfield from 1920), managing director of the UERL from 1910 and chairman from 1919 644:. c. xxxii). The DR was not merged with the tube lines and remained a separate company. 1161: 763: 734:

in 1924. In 1926, the Hampstead tube was extended south to connect to the C&SLR at

484: 445: 426: 242: 226: 222: 265:. Still, it could not raise the finances, selling only a tiny fraction of the shares. 2235: 2159: 941: 928: 538: 254: 117: 93: 89: 710:

in 1910, by a connection made to the MR. In 1913, the Bakerloo Tube was extended to

758:, and in the west from Hammersmith to Hounslow and Uxbridge using the DR's tracks. 633: 571: 562: 518: 492: 266: 891:

List of transport undertakings transferred to the London Passenger Transport Board

738:

in conjunction with a reconstruction of the C&SLR and its 1926 extension from

149:(C&SLR), opened in 1890. Its early success resulted in a rush of proposals to 2139:

Documents and clippings about the Underground Electric Railways Company of London

2138: 1156: 846: 84:, which it electrified between 1903 and 1905. The UERL is a precursor of today's 1520: 698: 407: 1157:"The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)" 601:

As Speyer and Gibb worked to restructure the debt, the UERL's general manager,

558: 48:

of the Underground Electric Railways Company of London, Ltd., issued 8 May 1911

612: 606: 542: 345: 1749: 1443: 1413: 1383: 1215: 1116: 440: 258: 199: 109: 32: 784: 617: 527: 422: 262: 866:

was created from a revision of this article dated 10 June 2015

414: 238: 121: 27:

Holding company for underground railways and bus operators in London

953:

Stations which did not have surface buildings by Leslie Green were

693: 646: 611: 557: 513: 483: 365: 237: 113: 39: 1408:"Railway And Other Companies – Baker Street and Waterloo Railway" 303:(GN&SR), a tube railway with permission to build a line from 418: 403: 203: 36:

Geographic map of the UERL's three deep-level tube lines in 1907

2155: 1378:"The Underground Electric Railways Company Of London (Limited)" 280:

Perks was also a large shareholder in Yerkes' next target, the

64:

for much of its existence, was established in 1902. It was the

1191: 1189: 1187: 1185: 1183: 1181: 1179: 382:(MR), the other sub-surface line with which the DR shared the 225:

had made a large fortune developing the electric tramway and

844: 512:

with segmental cast iron tunnel linings bolted together and

88:; its three tube lines form the central sections of today's 1744:"Obituary – Lord Ashfield, Reorganizer of London Transport" 1299: 1297: 818:

The Board was a compromise – public ownership but not full

198:. By 1901, the DR was struggling to compete with emerging 701:, St James's, headquarters of the London Electric Railway 565:, chairman of Speyer Brothers and UERL chairman from 1906 537:

automatic signalling system operated through electrified

1613: 1611: 1479: 1477: 1464: 1462: 1248: 1246: 1068: 1066: 1064: 1521:"Clive's Underground Line Guides, Lifts and Escalators" 686:) remained outside of the Underground Group's control. 54:

Underground Electric Railways Company of London Limited

545:" on the train; applying the brakes automatically. 1742: 1436: 1406: 1376: 1208: 1109: 1039: 1037: 1035: 1033: 726:in 1914. It was extended at its northern end from 444:newspaper, the dispute went to arbitration at the 402:The committee's preferred system was a 3,000 80:. It was also the parent company from 1902 of the 901:History of public transport authorities in London 374:provided electricity for all of the UERL's lines. 452:, was critical of the DR's unilateral decision. 269:, a solicitor for several railway companies and 2247:Predecessor companies of the London Underground 2242:Underground Electric Railways Company of London 2219:Great Northern, Piccadilly and Brompton Railway 2183:Underground Electric Railways Company of London 313:Great Northern, Piccadilly and Brompton Railway 78:Great Northern, Piccadilly and Brompton Railway 2092:The London Underground, A Diagrammatic History 1417:. No. 37319. 17 February 1904. p. 14 1145: 1143: 1141: 1139: 1137: 1135: 857: 2167: 1006:The lifts, supplied by American manufacturer 638:London Electric Railway Amalgamation Act 1910 8: 1995:Bruce, J Graeme; Croome, Desmond F (2006) . 1753:. No. 51221. 5 November 1948. p. 7 1665: 1315: 1288: 1264: 1195: 1084: 1055: 678:. The UERL also took control of bus builder 249:Yerkes' first acquisition in London was the 2204:Charing Cross, Euston and Hampstead Railway 1855: 1387:. No. 36738. 10 April 1902. p. 12 251:Charing Cross, Euston and Hampstead Railway 74:Charing Cross, Euston and Hampstead Railway 2174: 2160: 2152: 1153:inflation figures are based on data from 2257:Railway companies disestablished in 1933 874:, and does not reflect subsequent edits. 730:into the Middlesex countryside to reach 31: 1879: 1867: 1843: 1831: 1819: 1807: 1795: 1699:. 23 November 1909. pp. 8816–8818. 1554: 1468: 1276: 1252: 1029: 916: 666:, the UERL took control in 1913 of the 636:and was enacted on 26 July 1910 as the 362:Electrification of the District Railway 145:The first deep-level tube railway, the 18:Underground Electric Railways of London 1959: 1947: 1937:. 9 December 1930. pp. 7905–7907. 1915: 1903: 1891: 1783: 1771: 1729: 1677: 1653: 1641: 1629: 1617: 1602: 1590: 1578: 1566: 1507: 1495: 1483: 1363: 1339: 1327: 1303: 1096: 289:Brompton and Piccadilly Circus Railway 2252:Railway companies established in 1902 2016:London's Disused Underground Stations 1542: 1351: 1237: 1072: 370:Originally built with four chimneys, 7: 1210:"New London Electric Railway Scheme" 1111:"New London Electric Railway Scheme" 1043: 799:(and later member of parliament and 676:South Metropolitan Electric Tramways 344:The UERL was set up with an initial 495:design used for the UERL's stations 2094:. Douglas Rose/Capital Transport. 632:Company (LER). This bill received 25: 2194:Baker Street and Waterloo Railway 2035:The Story of London's Underground 2033:Day, John R; Reed, John (2008) . 752:extension of the line to Richmond 480:Construction of the tube railways 320:Baker Street and Waterloo Railway 301:Great Northern and Strand Railway 70:Baker Street and Waterloo Railway 856: 809:London Passenger Transport Board 684:London and South Western Railway 130:London Passenger Transport Board 813:London Passenger Transport Area 417:electrical engineering company 318:Yerkes' final purchase was the 1438:"Railways and Other Companies" 1219:(36260): 12. 29 September 1900 672:Metropolitan Electric Tramways 660:London General Omnibus Company 1: 2209:City and South London Railway 1976:Badsey-Ellis, Antony (2005). 1719:. 29 July 1910. p. 5498. 1120:(36252): 6. 20 September 1900 386:. A section of track between 282:Metropolitan District Railway 147:City and South London Railway 1447:(37525): 10. 14 October 1904 505:tunnels had been completed. 221:By 1898, American financier 2143:20th Century Press Archives 750:in 1920. Permission for an 690:Extensions and improvements 554:Early struggle for survival 491:station, an example of the 157:(W&CR) in 1898 and the 155:Waterloo & City Railway 108:and served destinations in 2273: 1978:London's Lost Tube Schemes 896:London Post Office Railway 746:. The CLR was extended to 60:), known operationally as 2189: 664:British Electric Traction 642:10 Edw. 7. & 1 Geo. 5 578:, general manager of the 245:, UERL chairman from 1902 797:London County Councillor 778:Move to public ownership 2090:Rose, Douglas (1999) . 1858:, pp. 24 & 30. 1856:Bruce & Croome 2006 1155:Clark, Gregory (2017). 772:St James's Park station 630:London Electric Railway 470:Lots Road Power Station 431:City & South London 394:was electrified with a 372:Lots Road Power Station 2199:Central London Railway 2014:Connor, J.E. (2006) . 1523:. Clive D. W. Feathers 985:on the GNP&BR and 852: 832:Listen to this article 702: 668:London United Tramways 655: 621: 566: 496: 392:High Street Kensington 375: 246: 159:Central London Railway 49: 37: 2075:. Capital Transport. 2056:. Capital Transport. 2037:. Capital Transport. 2018:. Capital Transport. 1999:. Capital Transport. 1980:. Capital Transport. 1016:Elephant & Castle 851: 801:Minister of Transport 697: 650: 615: 591:London County Council 580:North Eastern Railway 561: 487: 369: 328:Elephant & Castle 241: 43: 35: 2071:Horne, Mike (2006). 2052:Horne, Mike (2001). 1510:, plans of stations. 1018:originally had four. 987:Tottenham Court Road 931:or run above ground. 907:Notes and references 883:More spoken articles 380:Metropolitan Railway 271:Member of Parliament 223:Charles Tyson Yerkes 1918:, pp. 259–262. 1882:, pp. 104–107. 1880:Day & Reed 2008 1868:Day & Reed 2008 1844:Day & Reed 2008 1832:Day & Reed 2008 1820:Day & Reed 2008 1808:Day & Reed 2008 1796:Day & Reed 2008 1555:Day & Reed 2008 1469:Day & Reed 2008 1277:Day & Reed 2008 1253:Day & Reed 2008 1014:had two lifts, but 766:was constructed at 413:system proposed by 411:alternating current 174:and on branches to 2116:. Atlantic Books. 1934:The London Gazette 1716:The London Gazette 1696:The London Gazette 1668:, pp. 282–83. 1644:, pp. 196–97. 1581:, pp. 173–74. 1342:, pp. 125–26. 1330:, pp. 123–24. 1306:, pp. 170–73. 1291:, pp. 113–14. 1151:Retail Price Index 1099:, pp. 164–65. 969:on the BS&WR, 853: 703: 656: 622: 567: 510:tunnelling shields 497: 376: 247: 86:London Underground 50: 38: 2227: 2226: 2110:Wolmar, Christian 2073:The District Line 2054:The Bakerloo Line 2044:978-1-85414-316-7 1834:, pp. 96–97. 1666:Badsey-Ellis 2005 1354:, pp. 40–41. 1316:Badsey-Ellis 2005 1289:Badsey-Ellis 2005 1265:Badsey-Ellis 2005 1196:Badsey-Ellis 2005 1087:, pp. 70–71. 1085:Badsey-Ellis 2005 1075:, pp. 36–37. 1056:Badsey-Ellis 2005 997:under the street. 995:pedestrian subway 925:tunnelling shield 849: 805:LCC's tram system 357:Engineering works 297:Piccadilly Circus 46:trust certificate 16:(Redirected from 2264: 2214:District Railway 2176: 2169: 2162: 2153: 2127: 2105: 2086: 2067: 2048: 2029: 2010: 1997:The Central 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