title: Norman Manley International Airport

text: The first phase of construction and renovation was completed in 2007. Construction started in June 2006; the intention is for the first phase – which is supposed to make the airport an IATA category C airport – was completed in 2007. The European Investment Bank is providing $40M (2006) for the project and the Caribbean Development Bank has approved a loan of $11m (June 2006) for the new project.


title: Norman Manley International Airport

text: Phase 1A commenced planning in 2004 and was completed in 2007, at an estimated cost of $80M (ground-breaking took place in September 2006). This phase comprises a new departures building at the eastern end of the present terminal to accommodate expansion to the present departure concourse, security screening station with space to accommodate explosives detection equipment, out-going immigration, retail concessions and departure lounge.


title: Norman Manley International Airport

text: Additionally a new multi-level passenger finger (pier) that enables the separation of arriving and departing passengers, as required by security regulations, was included.


title: Norman Manley International Airport

text: Phase 2, which is the final phase of the project, commenced in 2013 and is to end in 2022. This phase will involve additional improvement and maintenance works to the terminal, landside, airfield and support areas of the facility at a cost of $9M.


title: Metropolitan Railway

text: The Metropolitan Railway (also known as the Met) was a passenger and goods railway that served London from 1863 to 1933, its main line heading north-west from the capital's financial heart in the City to what were to become the Middlesex suburbs. Its first line connected the main-line railway termini at , , and King's Cross to the City. The first section was built beneath the New Road using cut-and-cover between Paddington and King's Cross and in tunnel and cuttings beside Farringdon Road from King's Cross to near Smithfield, near the City. It opened to the public on 10 January 1863 with gas-lit wooden carriages hauled by steam locomotives, the world's first passenger-carrying designated underground railway.


title: Metropolitan Railway

text: The line was soon extended from both ends, and northwards via a branch from Baker Street. Southern branches, directly served, reached Hammersmith in 1864, Richmond in 1877 and the original completed the "Inner Circle" in 1884. The most important route was northwest into the Middlesex countryside, stimulating the development of new suburbs. Harrow was reached in 1880, and from 1897, having achieved the early patronage of the Duke of Buckingham and the owners of Waddesdon Manor, services extended for many years to in Buckinghamshire.


title: Metropolitan Railway

text: Electric traction was introduced in 1905 and by 1907 electric multiple units operated most of the services, though electrification of outlying sections did not occur until decades later. Unlike other railway companies in the London area, the Met developed land for housing, and after World War I promoted housing estates near the railway using the "Metro-land" brand. On 1 July 1933, the Met was amalgamated with the Underground Electric Railways Company of London and the capital's tramway and bus operators to form the London Passenger Transport Board.


title: Metropolitan Railway

text: Former Met tracks and stations are used by the London Underground's Metropolitan, Circle, District, Hammersmith & City, Piccadilly, Jubilee and Victoria lines, and by Chiltern Railways and Great Northern.


title: Metropolitan Railway

text: In the first half of the 19th century the population and physical extent of London grew greatly. The increasing resident population and the development of a commuting population arriving by train each day led to a high level of traffic congestion with huge numbers of carts, cabs, and omnibuses filling the roads and up to 200,000 people entering the City of London, the commercial heart, each day on foot. By 1850 there were seven railway termini around the urban centre of London: London Bridge and Waterloo to the south, Shoreditch and Fenchurch Street to the east, Euston and King's Cross to the north, and Paddington to the west. Only Fenchurch Street station was within the City.


title: Metropolitan Railway

text: The congested streets and the distance to the City from the stations to the north and west prompted many attempts to get parliamentary approval to build new railway lines into the City. None were successful, and the 1846 Royal Commission on Metropolitan Railway Termini banned construction of new lines or stations in the built-up central area. The concept of an underground railway linking the City with the mainline termini was first proposed in the 1830s. Charles Pearson, Solicitor to the City, was a leading promoter of several schemes and in 1846 proposed a central railway station to be used by multiple railway companies. The scheme was rejected by the 1846 commission, but Pearson returned to the idea in 1852 when he helped set up the City Terminus Company to build a railway from Farringdon to King's Cross. The plan was supported by the City, but the railway companies were not interested and the company struggled to proceed.


title: Metropolitan Railway

text: The Bayswater, Paddington, and Holborn Bridge Railway Company was established to connect the Great Western Railway's (GWR's) Paddington station to Pearson's route at King's Cross. A bill was published in November 1852 and in January 1853 the directors held their first meeting and appointed John Fowler as its engineer. After successful lobbying, the company secured parliamentary approval under the name of the "North Metropolitan Railway" in mid-1853. The bill submitted by the City Terminus Company was rejected by Parliament, which meant that the North Metropolitan Railway would not be able to reach the City: to overcome this obstacle, the company took over the City Terminus Company and submitted a new bill in November 1853. This dropped the City terminus and extended the route south from Farringdon to the General Post Office in St. Martin's Le Grand. The route at the western end was also altered so that it connected more directly to the GWR station. Permission was sought to connect to the London and North Western Railway (LNWR) at Euston and to the Great Northern Railway (GNR) at King's Cross, the latter by hoists and lifts. The company's name was also to be changed again, to Metropolitan Railway. Royal assent was granted to the "North Metropolitan Railway Act" on 7 August 1854.


title: Metropolitan Railway

text: Construction of the railway was estimated to cost £1 million. Initially, with the Crimean War under way, the Met found it hard to raise the capital. While it attempted to raise the funds it presented new bills to Parliament seeking an extension of time to carry out the works. In July 1855, an Act to make a direct connection to the GNR at King's Cross received royal assent. The plan was modified in 1856 by the "Metropolitan (Great Northern Branch and Amendment) Act" and in 1860 by the "Great Northern & Metropolitan Junction Railway Act".


title: Metropolitan Railway

text: The GWR agreed to contribute £175,000 and a similar sum was promised by the GNR, but sufficient funds to make a start on construction had not been raised by the end of 1857. Costs were reduced by cutting back part of the route at the western end so that it did not connect directly to the GWR station, and by dropping the line south of Farringdon. In 1858, Pearson arranged a deal between the Met and the City of London Corporation whereby the Met bought land it needed around the new Farringdon Road from the City for £179,000 and the City purchased £200,000 worth of shares. The route changes were approved by Parliament in August 1859, meaning that the Met finally had the funding to match its obligations and construction could begin.


title: Metropolitan Railway

text: Despite concerns about undermining and vibrations causing subsidence of nearby buildings and compensating the thousands of people whose homes were destroyed during the digging of the tunnel construction began in March 1860. The line was mostly built using the "cut-and-cover" method from Paddington to King's Cross; east of there it continued in a tunnel under Mount Pleasant, Clerkenwell then followed the culverted River Fleet beside Farringdon Road in an open cutting to near the new meat market at Smithfield.


title: Metropolitan Railway

text: The trench was wide, with brick retaining walls supporting an elliptical brick arch or iron girders spanning . The tunnels were wider at stations to accommodate the platforms. Most of the excavation work was carried out manually by navvies; a primitive earth-moving conveyor was used to remove excavated spoil from the trench.


title: Metropolitan Railway

text: Within the tunnel, two lines were laid with a gap between. To accommodate both the standard gauge trains of the GNR and the broad gauge trains of the GWR, the track was three-rail mixed gauge, the rail nearest the platforms being shared by both gauges. Signalling was on the absolute block method, using electric Spagnoletti block instruments and fixed signals.


title: Metropolitan Railway

text: Construction was not without incident. In May 1860, a GNR train overshot the platform at King's Cross and fell into the workings. Later in 1860, a boiler explosion on an engine pulling contractor's wagons killed the driver and his assistant. In May 1861, the excavation collapsed at Euston causing considerable damage to the neighbouring buildings. The final accident occurred in June 1862 when the Fleet sewer burst following a heavy rainstorm and flooded the excavations. The Met and the Metropolitan Board of Works managed to stem and divert the water and the construction was delayed by only a few months.


title: Metropolitan Railway

text: Trial runs were carried out from November 1861 while construction was still under way. The first trip over the whole line was in May 1862 with William Gladstone among the guests. By the end of 1862 work was complete at a cost of £1.3 million.


title: Metropolitan Railway

text: Board of Trade inspections took place in late December 1862 and early January 1863 to approve the railway for opening. After minor signalling changes were made, approval was granted and a few days of operating trials were carried out before the grand opening on 9 January 1863, which included a ceremonial run from Paddington and a large banquet for 600 shareholders and guests at Farringdon. Charles Pearson did not live to see the completion of the project; he died in September 1862.


title: Metropolitan Railway

text: The railway opened to the public on 10 January 1863, with stations at Paddington (Bishop's Road) (now Paddington), Edgware Road, Baker Street, Portland Road (now Great Portland Street), Gower Street (now Euston Square), King's Cross (now King's Cross St Pancras), and Farringdon Street (now Farringdon). The railway was hailed a success, carrying 38,000 passengers on the opening day, using GNR trains to supplement the service. In the first 12 months 9.5 million passengers were carried and in the second 12 months this increased to 12 million.


title: Metropolitan Railway

text: The original timetable allowed 18 minutes for the journey. Off-peak service frequency was every 15 minutes, increased to ten minutes during the morning peak and reduced 20 minutes in the early mornings and after 8 pm. From May 1864, workmen's returns were offered on the 5:30 am and 5:40 am services from Paddington at the cost of a single ticket (3d).


title: Metropolitan Railway

text: Initially the railway was worked by GWR broad-gauge Metropolitan Class steam locomotives and rolling stock. Soon after the opening disagreement arose between the Met and the GWR over the need to increase the frequency, and the GWR withdrew its stock in August 1863. The Met continued operating a reduced service using GNR standard-gauge rolling stock before purchasing its own standard-gauge locomotives from Beyer, Peacock and rolling stock.


title: Metropolitan Railway

text: The Metropolitan initially ordered 18 tank locomotives, of which a key feature was condensing equipment which prevented most of the steam from escaping while trains were in tunnels; they have been described as "beautiful little engines, painted green and distinguished particularly by their enormous external cylinders." The design proved so successful that eventually 120 were built to provide traction on the Metropolitan, the District Railway (in 1871) and all other 'cut and cover' underground lines. This 4-4-0 tank engine can therefore be considered as the pioneer motive power on London's first underground railway; ultimately, 148 were built between 1864 and 1886 for various railways, and most kept running until electrification in 1905.


title: Metropolitan Railway

text: In the belief that it would be operated by smokeless locomotives, the line had been built with little ventilation and a long tunnel between Edgware Road and King's Cross. Initially the smoke-filled stations and carriages did not deter passengers and the ventilation was later improved by making an opening in the tunnel between Gower Street and King's Cross and removing glazing in the station roofs. With the problem continuing after the 1880s, conflict arose between the Met, who wished to make more openings in the tunnels, and the local authorities, who argued that these would frighten horses and reduce property values. This led to an 1897 Board of Trade report, which reported that a pharmacist was treating people in distress after having travelled on the railway with his 'Metropolitan Mixture'. The report recommended more openings be authorised but the line was electrified before these were built.


title: Metropolitan Railway

text: With connections to the GWR and GNR under construction and connections to the Midland Railway and London, Chatham and Dover Railway (LC&DR) planned, the Met obtained permission in 1861 and 1864 for two additional tracks from King's Cross to Farringdon Street and a four-track eastward extension to Moorgate. The Met used two tracks: the other two tracks, the City Widened Lines, were used mainly by other railway companies.


title: Metropolitan Railway

text: A pair of single-track tunnels at King's Cross connecting the GNR to the Met opened on 1 October 1863 when the GNR began running services, the GWR returning the same day with through suburban trains from such places as Windsor. By 1864 the Met had sufficient carriages and locomotives to run its own trains and increase the frequency to six trains an hour.


title: Metropolitan Railway

text: On 1 January 1866, LC&DR and GNR joint services from Blackfriars Bridge began operating via the Snow Hill tunnel under Smithfield market to Farringdon and northwards to the GNR. The extension to Aldersgate Street and Moorgate Street (now Barbican and Moorgate) had opened on 23 December 1865 and all four tracks were open on 1 March 1866.


title: Metropolitan Railway

text: The new tracks from King's Cross to Farringdon were first used by a GNR freight train on 27 January 1868. The Midland Railway junction opened on 13 July 1868 when services ran into Moorgate Street before its St Pancras terminus had opened. The line left the main line at St Paul's Road Junction, entering a double-track tunnel and joining the Widened Lines at Midland Junction.


title: Metropolitan Railway

text: In November 1860, a bill was presented to Parliament, supported by the Met and the GWR, for a railway from the GWR's main line a mile west of Paddington to the developing suburbs of Shepherd's Bush and Hammersmith, with a connection to the West London Railway at Latimer Road. Authorised on 22 July 1861 as the Hammersmith and City Railway (H&CR), the line, constructed on a high viaduct largely across open fields, opened on 13 June 1864 with a broad-gauge GWR service from Farringdon Street, with stations at Notting Hill (now Ladbroke Grove), Shepherd's Bush (replaced by the current Shepherd's Bush Market in 1914) and Hammersmith. The link to the West London Railway opened on 1 July that year, served by a carriage that was attached or detached at Notting Hill for Kensington (Addison Road). Following an agreement between the Met and the GWR, from 1865 the Met ran a standard-gauge service to Hammersmith and the GWR a broad-gauge service to Kensington. In 1867, the H&CR became jointly owned by the two companies. The GWR began running standard-gauge trains and the broad gauge rail was removed from the H&CR and the Met in 1869. In 1871, two additional tracks parallel to the GWR between Westbourne Park and Paddington were brought into use for the H&CR and in 1878 the flat crossing at Westbourne Park was replaced by a diveunder. In August 1872, the GWR Addison Road service was extended over the District Railway via Earl's Court to Mansion House. This became known as the Middle Circle and ran until January 1905; from 1 July 1900 trains terminated at Earl's Court. Additional stations were opened at Westbourne Park (1866), Latimer Road (1868), Royal Oak (1871), Wood Lane (1908) and Goldhawk Road (1914).


title: Metropolitan Railway

text: Between 1 October 1877 and 31 December 1906 some services on the H&CR were extended to Richmond over the London and South Western Railway (L&SWR) via its station at Hammersmith (Grove Road).


title: Metropolitan Railway

text: The early success of the Met prompted a flurry of applications to Parliament in 1863 for new railways in London, many of them competing for similar routes. To consider the best proposals, the House of Lords established a select committee, which issued a report in July 1863 with a recommendation for an "inner circuit of railway that should abut, if not actually join, nearly all of the principal railway termini in the Metropolis". A number of railway schemes were presented for the 1864 parliamentary session that met the recommendation in varying ways and a Joint Committee of the Parliament of the United Kingdom was set up to review the options.


title: Metropolitan Railway

text: Proposals from the Met to extend south from Paddington to South Kensington and east from Moorgate to Tower Hill were accepted and received royal assent on 29 July 1864. To complete the circuit, the committee encouraged the amalgamation of two schemes via different routes between Kensington and the City, and a combined proposal under the name Metropolitan District Railway (commonly known as the District railway) was agreed on the same day.


title: Metropolitan Railway

text: Initially, the District and the Met were closely associated and it was intended that they would soon merge. The Met's chairman and three other directors were on the board of the District, John Fowler was the engineer of both companies and the construction works for all of the extensions were let as a single contract. The District was established as a separate company to enable funds to be raised independently of the Met.


title: Metropolitan Railway

text: Starting as a branch from Praed Street junction, a short distance east of the Met's Paddington station, the western extension passed through fashionable districts in Bayswater, Notting Hill, and Kensington. Land values here were higher and, unlike the original line, the route did not follow an easy alignment under existing roads. Compensation payments for property were much higher. In Leinster Gardens, Bayswater, a façade of two five-storey houses was built at Nos. 23 and 24 to conceal the gap in a terrace created by the railway passing through. To ensure adequate ventilation, most of the line was in cutting except for a tunnel under Campden Hill. Construction of the District proceeded in parallel with the work on the Met and it too passed through expensive areas. Construction costs and compensation payments were so high that the cost of the first section of the District from South Kensington to Westminster was £3 million, almost three times as much as the Met's original, longer line.


title: Metropolitan Railway

text: The first section of the Met extension opened to Brompton (Gloucester Road) (now Gloucester Road) on 1 October 1868, with stations at Paddington (Praed Street) (now Paddington), Bayswater, Notting Hill Gate, and Kensington (High Street) (now High Street Kensington). Three months later, on 24 December 1868, the Met extended eastwards to a shared station at South Kensington and the District opened its line from there to Westminster, with other stations at Sloane Square, Victoria, St James's Park, and Westminster Bridge (now Westminster).


title: Metropolitan Railway

text: The District also had parliamentary permission to extend westward from Brompton and, on 12 April 1869, it opened a single-track line to West Brompton on the WLR. There were no intermediate stations and at first this service operated as a shuttle from Gloucester Road. By mid-1869 separate tracks had been laid between South Kensington and Brompton and from Kensington (High Street) to a junction with the line to West Brompton. During the night of 5 July 1870 the District secretly built the disputed Cromwell curve connecting Brompton and Kensington (High Street).


title: Metropolitan Railway

text: East of Westminster, the next section of the District's line ran in the new Victoria Embankment built by the Metropolitan Board of Works along the north bank of the River Thames. The line opened from Westminster to Blackfriars on 30 May 1870 with stations at Charing Cross (now Embankment), The Temple (now Temple) and Blackfriars.


title: Metropolitan Railway

text: On its opening the Met operated the trains on the District, receiving 55 per cent of the gross receipts for a fixed level of service. Extra trains required by the District were charged for and the District's share of the income dropped to about 40 per cent. The District's level of debt meant that the merger was no longer attractive to the Met and did not proceed, so the Met's directors resigned from the District's board. To improve its finances, the District gave the Met notice to terminate the operating agreement. Struggling under the burden of its very high construction costs, the District was unable to continue with the remainder of the original scheme to reach Tower Hill and made a final extension of its line just one station east from Blackfriars to a previously unplanned City terminus at Mansion House.


title: Metropolitan Railway

text: On Saturday 1 July 1871 an opening banquet was attended by Prime Minister William Gladstone, who was also a shareholder. The following Monday, Mansion House opened and the District began running its own trains. From this date, the two companies operated a joint "Inner Circle" service between Mansion House and Moorgate Street via South Kensington and Edgware Road every ten minutes, supplemented by a District service every ten minutes between Mansion House and West Brompton and H&CR and GWR suburban services between Edgware Road and Moorgate Street. The permissions for the railway east of Mansion House were allowed to lapse. At the other end of the line, the District part of South Kensington station opened on 10 July 1871 and Earl's Court station opened on the West Brompton extension on 30 October 1871.


title: Metropolitan Railway

text: In 1868 and 1869, judgements had been against the Met in a number of hearings, finding financial irregularities such as the company paying a dividend it could not afford and expenses being paid out of the capital account. In 1870, the directors were guilty of a breach of trust and were ordered to compensate the company. All appealed and were allowed, in 1874, to settle for a much lower amount. In October 1872, to restore shareholders' confidence, Edward Watkin was appointed chairman and the directors were replaced. Watkin was an experienced railwayman and already on the board of several railway companies, including the South Eastern Railway (SER), and had an aspiration to construct a line from the north through London to that railway.


title: Metropolitan Railway

text: Due to the cost of land purchases, the Met's eastward extension from Moorgate Street was slow to progress and it had to obtain an extension of the Act's time limit in 1869. The extension was begun in 1873, but after construction exposed burials in the vault of a Roman Catholic chapel, the contractor reported that it was difficult to keep the men at work. The first section opened to the Great Eastern Railway's (GER's) recently opened terminus at Liverpool Street on 1 February 1875. For a short time, while the Met's station was being built, services ran into the GER station via a curve. The Met opened its station later that year on 12 July and the curve was not used again by regular traffic. During the extension of the railway to Aldgate several hundred cartloads of bullocks' horn were discovered in a layer below the surface. A terminus opened at Aldgate on 18 November 1876, initially for a shuttle service to Bishopsgate before all Met and District trains worked through from 4 December.


title: Metropolitan Railway

text: Conflict between the Met and the District and the expense of construction delayed further progress on the completion of the inner circle. In 1874, frustrated City financiers formed the "Metropolitan Inner Circle Completion Railway Company" with the aim of finishing the route. This company was supported by the District and obtained parliamentary authority on 7 August 1874. The company struggled to raise the funding and an extension of time was granted in 1876. A meeting between the Met and the District was held in 1877 with the Met now wishing to access the SER via the East London Railway (ELR). Both companies promoted and obtained an Act of Parliament in 1879 for the extension and link to the ELR, the Act also ensuring future co-operation by allowing both companies access to the whole circle. A large contribution was made by authorities for substantial road and sewer improvements. In 1882, the Met extended its line from Aldgate to a temporary station at Tower of London. Two contracts to build joint lines were placed, from Mansion House to the Tower in 1882 and from the circle north of Aldgate to Whitechapel with a curve onto the ELR in 1883. From 1 October 1884, the District and the Met began working trains from St Mary's via this curve onto the ELR to the SER's New Cross station. After an official opening ceremony on 17 September and trial running a circular service started on Monday 6 October 1884. On the same day the Met extended some H&CR services over the ELR to New Cross, calling at new joint stations at Aldgate East and St Mary's. Joint stations opened on the circle line at Cannon Street, Eastcheap (Monument from 1 November 1884) and Mark Lane. The Met's Tower of London station closed on 12 October 1884 after the District refused to sell tickets to the station. Initially, the service was eight trains an hour, completing the circle in 81–84 minutes, but this proved impossible to maintain and was reduced to six trains an hour with a 70-minute timing in 1885. Guards were permitted no relief breaks during their shift until September 1885, when they were permitted three 20-minute breaks.


title: Metropolitan Railway

text: In April 1868, the Metropolitan & St John's Wood Railway (M&SJWR) opened a single-track railway in tunnel to Swiss Cottage from new platforms at Baker Street (called Baker Street East). There were intermediate stations at St John's Wood Road and Marlborough Road, both with crossing loops, and the line was worked by the Met with a train every 20 minutes. A junction was built with the Inner Circle at Baker Street, but there were no through trains after 1869.


title: Metropolitan Railway

text: The original intention of the M&SJWR was to run to the London and North Western Railway's station at Finchley Road (now Finchley Road & Frognal). Before construction had begun, a branch was proposed from a junction a short distance north of Swiss Cottage station running north for across mostly open countryside to Hampstead Village where the station was to be located east of the village centre. The branch was authorised in May 1865. This appeared on some maps. Financial difficulties meant the scope of the line only progressed as far as Swiss Cottage, The branch to Hampstead was cancelled in 1870. A section of tunnel was built north of Swiss Cottage station for the Hampstead branch most of which was used for the later extension to the north-west. A short length towards Hampstead was unused. This is still visible today when travelling on a southbound Metropolitan line service.


title: Metropolitan Railway

text: In the early 1870s, passenger numbers were low and the M&SJWR was looking to extend the line to generate new traffic. Recently placed in charge of the Met, Watkin saw this as the priority as the cost of construction would be lower than in built-up areas and fares higher; traffic would also be fed into the Circle. In 1873, the M&SJWR was given authority to reach the Middlesex countryside at Neasden, but as the nearest inhabited place to Neasden was Harrow it was decided to build the line further to Harrow and permission was granted in 1874. To serve the Royal Agricultural Society's 1879 show at Kilburn, a single line to West Hampstead opened on 30 June 1879 with a temporary platform at Finchley Road. Double track and a full service to Willesden Green started on 24 November 1879 with a station at Kilburn & Brondesbury (now Kilburn). The line was extended to Harrow, the service from Baker Street beginning on 2 August 1880. The intermediate station at Kingsbury Neasden (now Neasden) was opened the same day. Two years later, the single-track tunnel between Baker Street and Swiss Cottage was duplicated and the M&SJWR was absorbed by the Met.


title: Metropolitan Railway

text: In 1882, the Met moved its carriage works from Edgware Road to Neasden. A locomotive works was opened in 1883 and a gas works in 1884. To accommodate employees moving from London over 100 cottages and ten shops were built for rent. In 1883, a school room and church took over two of the shops; two years later land was given to the Wesleyan Church for a church building and a school for 200 children.


title: Metropolitan Railway

text: In 1868, the Duke of Buckingham opened the Aylesbury and Buckingham Railway (A&BR), a single track from to a new station at on the Buckinghamshire Railway's Bletchley to Oxford line. At the beginning lukewarm support had been given by the LNWR, which worked the Bletchley to Oxford line, but by the time the line had been built the relationship between the two companies had collapsed. The Wycombe Railway built a single-track railway from to Aylesbury and when the GWR took over this company it ran shuttles from Princes Risborough through Aylesbury to Quainton Road and from Quainton Road to Verney Junction.


title: Metropolitan Railway

text: The A&BR had authority for a southern extension to Rickmansworth, connecting with the LNWR's Watford and Rickmansworth Railway. Following discussions between the Duke and Watkin it was agreed that this line would be extended south to meet the Met at Harrow and permission for this extension was granted in 1874 and Watkin joined the board of the A&BR in 1875. Money was not found for this scheme and the Met had to return to Parliament in 1880 and 1881 to obtain permission for a railway from Harrow to Aylesbury. Pinner was reached in 1885 and an hourly service from Rickmansworth and Northwood to Baker Street started on 1 September 1887. By then raising money was becoming very difficult although there was local support for a station at Chesham. Authorised in 1885, double track from Rickmansworth was laid for , then single to Chesham. Services to Chesham calling at Chorley Wood and Chalfont Road (now Chalfont & Latimer) started on 8 July 1889.


title: Metropolitan Railway

text: The Met took over the A&BR on 1 July 1891 and a temporary platform at Aylesbury opened on 1 September 1892 with trains calling at , , and . In 1894, the Met and GWR joint station at Aylesbury opened. Beyond Aylesbury to Verney Junction, the bridges were not strong enough for the Met's locomotives. The GWR refused to help, so locomotives were borrowed from the LNWR until two D Class locomotives were bought. The line was upgraded, doubled and the stations rebuilt to main-line standards, allowing a through Baker Street to service from 1 January 1897, calling at a new station at , a rebuilt , and .


title: Metropolitan Railway

text: From Quainton Road, the Duke of Buckingham had built a branch railway, the Brill Tramway. In 1899, there were four mixed passenger and goods trains each way between and Quainton Road. There were suggestions of the Met buying the line and it took over operations in November 1899, renting the line for £600 a year. The track was relaid and stations rebuilt in 1903. Passenger services were provided by A Class and D Class locomotives and Oldbury rigid eight-wheeled carriages.


title: Metropolitan Railway

text: In 1893, a new station at Wembley Park was opened, initially used by the Old Westminsters Football Club, but primarily to serve a planned sports, leisure and exhibition centre. A tower (higher than the recently built Eiffel Tower) was planned, but the attraction was not a success and only the tall first stage was built. The tower became known as "Watkin's Folly" and was dismantled in 1907 after it was found to be tilting.


title: Metropolitan Railway

text: Around 1900, there were six stopping trains an hour between Willesden Green and Baker Street. One of these came from Rickmansworth and another from Harrow, the rest started at Willesden Green. There was also a train every two hours from Verney Junction, which stopped at all stations to Harrow, then Willesden Green and Baker Street. The timetable was arranged so that the fast train would leave Willesden Green just before a stopping service and arrived at Baker Street just behind the previous service.


title: Metropolitan Railway

text: Watkin was also director of the Manchester, Sheffield and Lincolnshire Railway (MS&LR) and had plans for a 99-mile (159 km) London extension to join the Met just north of Aylesbury. There were suggestions that Baker Street could be used as the London terminus, but by 1891–1892 the MS&LR had concluded it needed its own station and goods facilities in the area. An Act for this railway was passed in 1893, but Watkin became ill and resigned his directorships in 1894. For a while after his departure the relationship between the companies turned sour.


title: Metropolitan Railway

text: In 1895, the MS&LR put forward a bill to Parliament to build two tracks from Wembley Park to Canfield Place, near Finchley Road station, to allow its express trains to pass the Met's stopping service. The Met protested before it was agreed that it would build the lines for the MS&LR's exclusive use. When rebuilding bridges over the lines from Wembley Park to Harrow for the MS&LR, seeing a future need the Met quadrupled the line at the same time and the MS&LR requested exclusive use of two tracks. The MS&LR had the necessary authority to connect to the Circle at Marylebone, but the Met suggested onerous terms. At the time the MS&LR was running short of money and abandoned the link.


title: Metropolitan Railway

text: Because of the state of the relationship between the two companies the MS&LR was unhappy being wholly reliant on the Met for access to London and, unlike its railway to the north, south of Aylesbury there were several speed restrictions and long climbs, up to 1 in 90 in places. In 1898, the MS&LR and the GWR jointly presented a bill to Parliament for a railway (the Great Western and Great Central Joint Railway) with short connecting branches from Grendon Underwood, north of Quainton Road, to Ashendon and from Northolt to Neasden. The Met protested, claiming that the bill was 'incompatible with the spirit and terms' of the agreements between it and the MS&LR. The MS&LR was given authority to proceed, but the Met was given the right to compensation. A temporary agreement was made to allow four MS&LR coal trains a day over the Met lines from 26 July 1898. The MS&LR wished these trains to also use the GWR route from Aylesbury via Princes Risborough into London, whereas the Met considered this was not covered by the agreement. A train scheduled to use the GWR route was not allowed access to the Met lines at Quainton Road in the early hours of 30 July 1898 and returned north. A subsequent court hearing found in the Met's favour, as it was a temporary arrangement.


title: Metropolitan Railway

text: The MS&LR changed its name to the Great Central Railway (GCR) in 1897 and the Great Central Main Line from London Marylebone to Manchester Central opened for passenger traffic on 15 March 1899. Negotiations about the line between the GCR and the Met took several years and in 1906 it was agreed that two tracks from Canfield Place to Harrow would be leased to the GCR for £20,000 a year and the Metropolitan and Great Central Joint Railway was created, leasing the line from Harrow to Verney Junction and the Brill branch for £44,000 a year, the GCR guaranteeing to place at least £45,000 of traffic on the line. Aylesbury station, which had been jointly run by the GWR and the Met, was placed with a joint committee of the Great Western & Great Central and Metropolitan & Great Central Joint Committees, and generally known as Aylesbury Joint Station. The Met & GC Joint Committee took over the operation of the stations and line, but had no rolling stock. The Met provided the management and the GCR the accounts for the first five years before the companies switched functions, then alternating every five years until 1926. The Met maintained the line south of milepost 28.5 (south of Great Missenden), the GCR to the north.


title: Metropolitan Railway

text: At the start of the 20th century, the District and the Met saw increased competition in central London from the new electric deep-level tube lines. With the opening in 1900 of the Central London Railway from Shepherd's Bush to the City with a flat fare of 2d, the District and the Met together lost four million passengers between the second half of 1899 and the second half of 1900. The polluted atmosphere in the tunnels was becoming increasingly unpopular with passengers and conversion to electric traction was seen as the way forward. Electrification had been considered by the Met as early as the 1880s, but such a method of traction was still in its infancy, and agreement would be needed with the District because of the shared ownership of the Inner Circle. A jointly owned train of six coaches ran an experimental passenger service on the Earl's Court to High Street Kensington section for six months in 1900. This was considered a success, tenders were requested and in 1901 a Met and District joint committee recommended the Ganz three-phase AC system with overhead wires. This was accepted by both parties until the Underground Electric Railways Company of London (UERL) took control of the District. The UERL was led by the American Charles Yerkes, whose experience in the United States led him to favour DC with a third rail similar to that on the City and South London Railway and Central London Railway. After arbitration by the Board of Trade a DC system with four rails was taken up and the railways began electrifying using multiple-unit stock and electric locomotives hauling carriages.


title: Metropolitan Railway

text: In 1904, the Met opened a 10.5 MW coal-fired power station at Neasden, which supplied 11 kV 33.3 Hz current to five substations that converted this to 600 V DC using rotary converters.


title: Metropolitan Railway

text: Meanwhile, the District had been building a line from Ealing to South Harrow and had authority for an extension to Uxbridge. In 1899, the District had problems raising the finance and the Met offered a rescue package whereby it would build a branch from Harrow to Rayners Lane and take over the line to Uxbridge, with the District retaining running rights for up to three trains an hour. The necessary Act was passed in 1899 and construction on the long branch started in September 1902, requiring 28 bridges and a long viaduct with 71 arches at Harrow. As this line was under construction it was included in the list of lines to be electrified, together with the railway from Baker Street to Harrow, the inner circle and the joint GWR and Met H&C. The Met opened the line to Uxbridge on 30 June 1904 with one intermediate station at Ruislip, initially worked by steam. Wooden platforms the length of three cars opened at Ickenham on 25 September 1905, followed by similar simple structures at Eastcote and Rayners Lane on 26 May 1906.


title: Metropolitan Railway

text: Electric multiple units began running on 1 January 1905 and by 20 March all local services between Baker Street and Harrow were electric. The use of six-car trains was considered wasteful on the lightly used line to Uxbridge and in running an off-peak three-car shuttle to Harrow the Met aroused the displeasure of the Board of Trade for using a motor car to propel two trailers. A short steam train was used for off-peak services from the end of March while some trailers were modified to add a driving cab, entering service from 1 June.


title: Metropolitan Railway

text: On 1 July 1905, the Met and the District both introduced electric units on the inner circle until later that day a Met multiple unit overturned the positive current rail on the District and the Met service was withdrawn. An incompatibility was found between the way the shoe-gear was mounted on Met trains and the District track and Met trains were withdrawn from the District and modified. Full electric service started on 24 September, reducing the travel time around the circle from 70 to 50 minutes.


title: Metropolitan Railway

text: The GWR built a 6 MW power station at Park Royal and electrified the line between Paddington and Hammersmith and the branch from Latimer Road to Kensington (Addison Road). An electric service with jointly owned rolling stock started on the H&CR on 5 November 1906. In the same year, the Met suspended running on the East London Railway, terminating instead at the District station at Whitechapel until that line was electrified in 1913. The H&CR service stopped running to Richmond over the L&SWR on 31 December 1906; GWR steam rail motors ran from Ladbroke Grove to Richmond until 31 December 1910.


title: Metropolitan Railway

text: The line beyond Harrow was not electrified so trains were hauled by an electric locomotive from Baker Street, changed for a steam locomotive en route. From 1 January 1907, the exchange took place at Wembley Park. From 19 July 1908, locomotives were changed at Harrow. GWR rush hour services to the city continued to operate, electric traction taking over from steam at Paddington from January 1907, although freight services to Smithfield continued to be steam hauled throughout.


title: Metropolitan Railway

text: In 1909, limited through services to the City restarted. Baker Street station was rebuilt with four tracks and two island platforms in 1912. To cope with the rise in traffic the line south of Harrow was quadrupled, in 1913 from Finchley Road to Kilburn, in 1915 to Wembley Park; the line from Finchley Road to Baker Street remained double track, causing a bottleneck.


title: Metropolitan Railway

text: To promote travel by the underground railways in London a joint marketing arrangement was agreed. In 1908, the Met joined this scheme, which included maps, joint publicity and through ticketing. UD signs were used outside stations in Central London. Eventually the UERL controlled all the underground railways except the Met and the Waterloo & City and introduced station name boards with a red disc and a blue bar. The Met responded with station boards with a red diamond and a blue bar.


title: Metropolitan Railway

text: Further coordination in the form of a General Managers' Conference faltered after Selbie withdrew in 1911 when the Central London Railway, without any reference to the conference, set its season ticket prices significantly lower than those on the Met's competitive routes. Suggestions of merger with the Underground Group were rejected by Selbie, a press release of November 1912 noting the Met's interests in areas outside London, its relationships with main-line railways and its freight business.


title: Metropolitan Railway

text: After the Met and the District had withdrawn from the ELR in 1906, services were provided by the South Eastern Railway, the London, Brighton, and South Coast Railway (LB&SCR) and the Great Eastern Railway. Both the Met and the District wanted to see the line electrified, but could not justify the whole cost themselves. Discussions continued, and in 1911 it was agreed that the ELR would be electrified with the UERL providing power and the Met the train service. Parliamentary powers were obtained in 1912 and through services restarted on 31 March 1913, the Met running two trains an hour from both the SER's and the LB&SCR's New Cross stations to South Kensington and eight shuttles an hour alternately from the New Cross stations to Shoreditch.


title: Metropolitan Railway

text: The Great Northern & City Railway (GN&CR) was planned to allow trains to run from the GNR line at Finsbury Park directly into the City at Moorgate. The tunnels were large enough to take a main-line train with an internal diameter of , in contrast to those of the Central London Railway with a diameter less than . The GNR eventually opposed the scheme, and the line opened in 1904 with the northern terminus in tunnels underneath GNR Finsbury Park station.


title: Metropolitan Railway

text: Concerned that the GNR would divert its Moorgate services over the City Widened Lines to run via the GN&CR, the Met sought to take over the GN&CR. A bill was presented in 1912–1913 to allow this with extensions to join the GN&CR to the inner circle between Moorgate and Liverpool Street and to the Waterloo & City line. The takeover was authorised, but the new railway works were removed from the bill after opposition from City property owners. The following year, a bill was jointly presented by the Met and GNR with amended plans that would have also allowed a connection between the GN&CR and GNR at Finsbury Park. Opposed, this time by the North London Railway, this bill was withdrawn.


title: Metropolitan Railway

text: On 28 July 1914 World War I broke out and on 5 August 1914 the Met was made subject to government control in the form of the Railway Executive Committee. It lost significant numbers of staff who volunteered for military service and from 1915 women were employed as booking clerks and ticket collectors. The City Widened Lines assumed major strategic importance as a link between the channel ports and the main lines to the north, used by troop movements and freight. During the four years of war the line saw 26,047 military trains which carried of materials; the sharp curves prevented ambulance trains returning with wounded using this route. Government control was relinquished on 15 August 1921.


title: Metropolitan Railway

text: Unlike other railway companies, which were required to dispose of surplus land, the Met was in a privileged position with clauses in its acts allowing it to retain such land that it believed was necessary for future railway use. Initially, the surplus land was managed by the Land Committee, made up of Met directors. In the 1880s, at the same time as the railway was extending beyond Swiss Cottage and building the workers' estate at Neasden, roads and sewers were built at Willesden Park Estate and the land was sold to builders. Similar developments followed at Cecil Park, near Pinner and, after the failure of the tower at Wembley, plots were sold at Wembley Park.


title: Metropolitan Railway

text: In 1912, Selbie, then General Manager, thought that some professionalism was needed and suggested a company be formed to take over from the Surplus Lands Committee to develop estates near the railway. World War I delayed these plans and it was 1919, with expectation of a housing boom, before Metropolitan Railway Country Estates Limited (MRCE) was formed. Concerned that Parliament might reconsider the unique position the Met held, the railway company sought legal advice, which was that the Met had authority to hold land, but had none to develop it. A new company was created; all but one of its directors were also directors of the Met. MRCE developed estates at Kingsbury Garden Village near Neasden, Wembley Park, Cecil Park and Grange Estate at Pinner, and the Cedars Estate at Rickmansworth, and created places such as Harrow Garden Village.


title: Metropolitan Railway

text: The term Metro-land was coined by the Met's marketing department in 1915 when the "Guide to the Extension Line" became the "Metro-land" guide, priced at 1d. This promoted the land served by the Met for the walker, visitor and later the house-hunter. Published annually until 1932, the last full year of independence, the guide extolled the benefits of ""The good air of the Chilterns"", using language such as ""Each lover of Metroland may well have his own favourite wood beech and coppice — all tremulous green loveliness in Spring and russet and gold in October"". The dream promoted was of a modern home in beautiful countryside with a fast railway service to central London.


title: Metropolitan Railway

text: From about 1914 the company promoted itself as "The Met", but after 1920 the commercial manager, John Wardle, ensured that timetables and other publicity material used "Metro" instead. Land development also occurred in central London when in 1929 Chiltern court, a large, luxurious block of apartments, opened at Baker Street, designed by the Met's architect Charles Walter Clark, who was also responsible for the design of a number of station reconstructions in outer "Metro-land" at this time.


title: Metropolitan Railway

text: To improve outer passenger services, powerful H Class steam locomotives were introduced in 1920, followed in 1922–1923 by new electric locomotives with a top speed of . The generating capacity of the power station at Neasden was increased to approximately 35 MW and on 5 January 1925 electric services reached Rickmansworth, allowing the locomotive change over point to be moved.


title: Metropolitan Railway

text: In 1924 and 1925, the British Empire Exhibition was held on the Wembley Park Estate and the adjacent Wembley Park station was rebuilt with a new island platform with a covered bridge linking to the exhibition. The Met exhibited an electric multiple unit car in 1924, which returned the following year with electric locomotive No. 15, subsequently to be named "Wembley 1924". A national sports arena, Wembley Stadium was built on the site of Watkin's Tower. With a capacity of 125,000 spectators it was first used for the FA Cup Final on 28 April 1923 where the match was preceded by chaotic scenes as crowds in excess of capacity surged into the stadium. In the 1926 "Metro-land" edition, the Met boasted that that had carried 152,000 passengers to Wembley Park on that day.


title: Metropolitan Railway

text: In 1925, a branch opened from Rickmansworth to Watford. There had been a railway station in Watford since 1837, but in 1895 the Watford Tradesmen's Association had approached the Met with a proposal for a line to Watford via Stanmore. They approached again in 1904, this time jointly with the local District Council, to discuss a new plan for a shorter branch from Rickmansworth. A possible route was surveyed in 1906 and a bill deposited in 1912 seeking authority for a joint Met & GCR line from Rickmansworth to Watford town centre that would cross Cassiobury Park on an embankment. There was local opposition to the embankment and the line was cut back to a station with goods facilities just short of the park. The amended Act was passed on 7 August 1912 and the Watford Joint Committee formed before the start of World War I in 1914 delayed construction. After the war, the Trade Facilities Act 1921 offered government financial guarantees for capital projects that promoted employment, and taking advantage of this construction started in 1922. During construction the Railways Act 1921 meant that in 1923 the London and North Eastern Railway (LNER) replaced the GCR. Where the branch met the extension line two junctions were built, allowing trains access to Rickmansworth and London. Services started on 3 November 1925 with one intermediate station at Croxley Green (now Croxley), with services provided by Met electric multiple units to Liverpool Street via Moor Park and Baker Street and by LNER steam trains to Marylebone. The Met also ran a shuttle service between Watford and Rickmansworth. During 1924–1925 the flat junction north of Harrow was replaced with a long diveunder to separate Uxbridge and main-line trains. Another attempt was made in 1927 to extend the Watford branch across Cassiobury Park to the town centre, the Met purchasing a property on Watford High Street with the intention of converting it to a station. The proposals for tunnelling under the park proved controversial and the scheme was dropped.


title: Metropolitan Railway

text: There remained a bottleneck at Finchley Road where the fast and slow tracks converged into one pair for the original M&SJWR tunnels to Baker Street. In 1925, a plan was developed for two new tube tunnels, large enough for the Met rolling stock that would join the extension line at a junction north of Kilburn & Brondesbury station and run beneath Kilburn High Street, Maida Vale and Edgware Road to Baker Street. The plan included three new stations, at Quex Road, Kilburn Park Road and Clifton Road, but did not progress after Ministry of Transport revised its "Requirements for Passenger Lines" requiring a means of exit in an emergency at the ends of trains running in deep-level tubes – compartment stock used north of Harrow did not comply with this requirement. Edgware Road station had been rebuilt with four platforms and had train destination indicators including stations such as Verney Junction and Uxbridge.


title: Metropolitan Railway

text: In the 1920s, off-peak there was a train every 4–5 minutes from Wembley Park to Baker Street. There were generally two services per hour from both Watford and Uxbridge that ran non-stop from Wembley Park and stopping services started from Rayners Lane, Wembley Park, and Neasden; most did not stop at Marlborough Road and St John's Wood Road. Off-peak, stations north of Moor Park were generally served by Marylebone trains. During the peak trains approached Baker Street every 2.5–3 minutes, half running through to Moorgate, Liverpool Street or Aldgate. On the inner circle a train from Hammersmith ran through Baker Street every 6 minutes, and Kensington (Addison Road) services terminated at Edgware Road. Maintaining a frequency of ten trains an hour on the circle was proving difficult and the solution chosen was for the District to extend its Putney to Kensington High Street service around the circle to Edgware Road, using the new platforms, and the Met to provide all the inner circle trains at a frequency of eight trains an hour.


title: Metropolitan Railway

text: Construction started in 1929 on a branch from Wembley Park to Stanmore to serve a new housing development at Canons Park, with stations at Kingsbury and Canons Park (Edgware) (renamed Canons Park in 1933). The government again guaranteed finance, this time under the Development Loans Guarantees & Grants Act, the project also quadrupling the tracks from Wembley Park to Harrow. The line was electrified with automatic colour light signals controlled from a signal box at Wembley Park and opened on 9 December 1932.


title: Metropolitan Railway

text: Unlike the UERL, the Met profited directly from development of Metro-land housing estates near its lines; the Met had always paid a dividend to its shareholders. The early accounts are untrustworthy, but by the late 19th century it was paying a dividend of about 5 per cent. This dropped from 1900 onwards as electric trams and the Central London Railway attracted passengers away; a low of per cent was reached in 1907–1908. Dividends rose to 2 per cent in 1911–1913 as passengers returned after electrification; the outbreak of war in 1914 reduced the dividend to 1 per cent. By 1921 recovery was sufficient for a dividend of per cent to be paid and then, during the post-war housing boom, for the rate to steadily rise to 5 per cent in 1924–1925. The 1926 General Strike reduced this to 3 per cent; by 1929 it was back to 4 per cent.


title: Metropolitan Railway

text: In 1913, the Met had refused a merger proposal made by the UERL and it remained stubbornly independent under the leadership of Robert Selbie. The Railways Act 1921, which became law on 19 August 1921, did not list any of London's underground railways among the companies that were to be grouped, although at the draft stage the Met had been included. When proposals for integration of public transport in London were published in 1930, the Met argued that it should have the same status as the four main-line railways, and it was incompatible with the UERL because of its freight operations; the government saw the Met in a similar way to the District as they jointly operated the inner circle. After the "London Passenger Transport Bill", aimed primarily at co-ordinating the small independent bus services, was published on 13 March 1931, the Met spent £11,000 opposing it. The bill survived a change in government in 1931 and the Met gave no response to a proposal made by the new administration that it could remain independent if it were to lose its running powers over the circle. The directors turned to negotiating compensation for its shareholders; by then passenger numbers had fallen due to competition from buses and the depression. In 1932, the last full year of operation, a per cent dividend was declared. On 1 July 1933, the London Passenger Transport Board (LPTB), was created as a public corporation and the Met was amalgamated with the other underground railways, tramway companies and bus operators. Met shareholders received £19.7 million in LPTB stock.


title: Metropolitan Railway

text: The Met became the Metropolitan line of London Transport, the Brill branch closing in 1935, followed by the line from Quainton Road to Verney Junction in 1936. The LNER took over steam workings and freight. In 1936, Metropolitan line services were extended from to along the District line. The New Works Programme meant that in 1939 the Bakerloo line was extended from Baker Street in new twin tunnels and stations to Finchley Road before taking over the intermediate stations to Wembley Park and the Stanmore branch. The branch transferred to the Jubilee line when that line opened in 1979. The Great Northern and City Railway remained isolated and was managed as a section of the Northern line until being taken over by British Railways in 1976.


title: Metropolitan Railway

text: Steam locomotives were used north of Rickmansworth until the early 1960s when they were replaced following the electrification to Amersham and the introduction of electric multiple units, London Transport withdrawing its service north of Amersham. In 1988, the route from Hammersmith to Aldgate and Barking was branded as the Hammersmith & City line, and the route from the New Cross stations to Shoreditch became the East London line, leaving the Metropolitan line as the route from Aldgate to Baker Street and northwards to stations via Harrow.


title: Metropolitan Railway

text: After amalgamation in 1933 the "Metro-land" brand was rapidly dropped. In the mid-20th century, the spirit of Metro-land was remembered in John Betjeman's poems such as "The Metropolitan Railway" published in the "A Few Late Chrysanthemums" collection in 1954 and he later reached a wider audience with his television documentary "Metro-land", first broadcast on 26 February 1973. The suburbia of Metro-land is one locale of Julian Barnes' "Bildungsroman" novel "Metroland", first published in 1980. A film based on the novel, also called "Metroland", was released in 1997.


title: Metropolitan Railway

text: Until 1880, the Met did not run goods trains although goods trains ran over its tracks when the GNR began a service to the LC&DR via Farringdon Street, followed by a service from the Midland Railway. The GNR, the GWR and the Midland opened goods depots in the Farringdon area, accessed from the city widened lines. Goods traffic was to play an important part of Met traffic on the extension line out of Baker Street. In 1880, the Met secured the coal traffic of the Harrow District Gas Co., worked from an exchange siding with the Midland at Finchley Road to a coal yard at Harrow. Goods and coal depots were provided at most of the stations on the extension line as they were built. Goods for London were initially handled at Willesden, with delivery by road or by transfer to the Midland. The arrival of the GCR gave connections to the north at Quainton Road and south via Neasden, Acton and Kew.


title: Metropolitan Railway

text: In 1909, the Met opened Vine Street goods depot near Farringdon with two sidings each seven wagons long and a regular service from West Hampstead. Trains were electrically hauled with a maximum length of 14 wagons and restricted to inwards and on the return. In 1910, the depot handled , which rose to in 1915. In 1913, the depot was reported above capacity, but after World War I motor road transport became an important competitor and by the late 1920s traffic had reduced to manageable levels.


title: Metropolitan Railway

text: Coal for the steam locomotives, the power station at Neasden and local gasworks were brought in via Quainton Road. Milk was conveyed from Vale of Aylesbury to the London suburbs and foodstuffs from Vine Street to Uxbridge for Alfred Button & Son, wholesale grocers. Fish to Billingsgate Market via the Met and the District joint station at Monument caused some complaints, leaving the station approaches in an "indescribably filthy condition". The District suggested a separate entrance for the fish, but nothing was done. The traffic reduced significantly when the GCR introduced road transport to Marylebone, but the problem remained until 1936, being one reason the LPTB gave for abolishing the carrying of parcels on Inner Circle trains. Initially private contractors were used for road delivery, but from 1919 the Met employed its own hauliers. In 1932, before it became part of London Underground, the company owned 544 goods vehicles and carried of coal, of materials and tons of goods.


title: Metropolitan Railway

text: Concern about smoke and steam in the tunnels led to new designs of steam locomotive. Before the line opened, in 1861 trials were made with the experimental "hot brick" locomotive nicknamed Fowler's Ghost. This was unsuccessful and the first public trains were hauled by broad-gauge GWR Metropolitan Class condensing 2-4-0 tank locomotives designed by Daniel Gooch. They were followed by standard-gauge GNR locomotives until the Met received its own 4-4-0 tank locomotives, built by Beyer Peacock of Manchester. Their design is frequently attributed to the Met's Engineer John Fowler, but the locomotive was a development of one Beyer had built for the Spanish Tudela to Bilbao Railway, Fowler specifying only the driving wheel diameter, axle weight and the ability to navigate sharp curves. Eighteen were ordered in 1864, initially carrying names, and by 1870 40 had been built. To reduce smoke underground, at first coke was burnt, changed in 1869 to smokeless Welsh coal.


title: Metropolitan Railway

text: From 1879, more locomotives were needed, and the design was updated and 24 were delivered between 1879 and 1885. Originally they were painted bright olive green lined in black and yellow, chimneys copper capped with the locomotive number in brass figures at the front and domes of polished brass. In 1885, the colour changed to a dark red known as Midcared, and this was to remain the standard colour, taken up as the colour for the Metropolitan line by London Transport in 1933. When in 1925 the Met classified its locomotives by letters of the alphabet, these were assigned A Class and B Class. When the M&SJWR was being built, it was considered that they would struggle on the gradients and five Worcester Engine 0-6-0 tank locomotives were delivered in 1868. It was soon found that A and B Classes could manage trains without difficulty and the 0-6-0Ts were sold to the Taff Vale Railway in 1873 and 1875.


title: Metropolitan Railway

text: From 1891, more locomotives were needed for work on the extension line from Baker Street into the country. Four C Class (0-4-4) locomotives, a development of South Eastern Railway's 'Q' Class, were received in 1891. In 1894, two D Class locomotives were bought to run between Aylesbury and Verney Junction. These were not fitted with the condensing equipment needed to work south of Finchley Road. Four more were delivered in 1895 with condensing equipment; these were prohibited working south of Finchley Road. In 1896, two E Class (0-4-4) locomotives were built at Neasden works, followed by one in 1898 to replace the original Class A No. 1, damaged in an accident. Four more were built by Hawthorn Leslie & Co in 1900 and 1901. To cope with the growing freight traffic on the extension line, the Met received four F Class (0-6-2) locomotives in 1901, similar to the E Class except for the wheel arrangement and without steam heat. In 1897 and 1899, the Met received two 0-6-0 saddle tank locomotives to a standard Peckett design. Unclassified by the Met, these were generally used for shunting at Neasden and Harrow.


title: Metropolitan Railway

text: Many locomotives were made redundant by the electrification of the inner London lines in 1905–1906. By 1907, 40 of the class A and B locomotives had been sold or scrapped and by 1914 only 13 locomotives of these classes had been retained for shunting, departmental work and working trains over the Brill Tramway. The need for more powerful locomotives for both passenger and freight services meant that, in 1915, four G Class (0-6-4) locomotives arrived from Yorkshire Engine Co. Eight capable H Class (4-4-4) locomotives were built in 1920 and 1921 and used mainly on express passenger services. To run longer, faster and less frequent freight services in 1925 six K Class (2-6-4) locomotives arrived, rebuilt from 2-6-0 locomotives manufactured at Woolwich Arsenal after World War I. These were not permitted south of Finchley Road.


title: Metropolitan Railway

text: Two locomotives survive: A Class No. 23 (LT L45) at the London Transport Museum, and E Class No. 1 (LT L44) at the Buckinghamshire Railway Centre. No.1 ran in steam as part of the Met's 150th anniversary celebrations during 2013.


title: Metropolitan Railway

text: The Met opened with no stock of its own, with the GWR and then the GNR providing services. The GWR used eight-wheeled compartment carriages constructed from teak. By 1864, the Met had taken delivery of its own stock, made by the Ashbury Railway Carriage & Iron Co., based on the GWR design but standard gauge. Lighting was provided by gas — two jets in first class compartments and one in second and third class compartments, and from 1877 a pressurised oil gas system was used. Initially the carriages were braked with wooden blocks operated by hand from the guards' compartments at the front and back of the train, giving off a distinctive smell. This was replaced in 1869 by a chain that operated brakes on all carriages. The operation of the chain brake could be abrupt, leading to some passenger injuries, and it was replaced by a non-automatic vacuum brake by 1876. In the 1890s, a mechanical 'next station' indicator was tested in some carriages on the Circle, triggered by a wooden flap between the tracks. It was considered unreliable and not approved for full installation.


title: Metropolitan Railway

text: In 1870, some close-coupled rigid-wheelbase four-wheeled carriages were built by Oldbury. After some derailments in 1887, a new design of long rigid-wheelbase four-wheelers known as Jubilee Stock was built by the Cravens Railway Carriage and Wagon Co. for the extension line. With the pressurised gas lighting system and non-automatic vacuum brakes from new, steam heating was added later. More trains followed in 1892, but all had been withdrawn by 1912. By May 1893, following an order by the Board of Trade, automatic vacuum brakes had been fitted to all carriages and locomotives. A Jubilee Stock first class carriage was restored to carry passengers during the Met's 150th anniversary celebrations.


title: Metropolitan Railway

text: Bogie stock was built by Ashbury in 1898 and by Cravens and at Neasden Works in 1900. This gave a better ride quality, steam heating, automatic vacuum brakes, electric lighting and upholstered seating in all classes. The Bluebell Railway has four 1898–1900 Ashbury and Cravens carriages and a fifth, built at Neasden, is at the London Transport Museum.


title: Metropolitan Railway

text: Competition with the GCR on outer suburban services on the extension line saw the introduction of more comfortable Dreadnought Stock carriages from 1910. Ninety-two of these wooden compartment carriages were built, fitted with pressurised gas lighting and steam heating. Electric lighting had replaced the gas by 1917 and electric heaters were added in 1922 to provide warmth when hauled by an electric locomotive. Later formed into rakes of five, six or seven coaches, conductor rail pick-ups on the leading and trailing guard coaches were joined by a bus line and connected to the electric locomotive to help prevent gapping. Two rakes were formed with a Pullman coach that provided a buffet service for a supplementary fare. The Vintage Carriages Trust has three preserved Dreadnought carriages.


title: Metropolitan Railway

text: From 1906, some of the Ashbury bogie stock was converted into electric multiple units. Some Dreadnought carriages were used with electric motor cars, and two-thirds remained in use as locomotive hauled stock on the extension line.


title: Metropolitan Railway

text: After electrification, the outer suburban routes were worked with carriage stock hauled from Baker Street by an electric locomotive that was exchanged for a steam locomotive en route. The Met ordered 20 electric locomotives from Metropolitan Amalgamated with two types of electrical equipment. The first ten, with Westinghouse equipment, entered service in 1906. These 'camel-back' bogie locomotives had a central cab, weighed 50 tons, and had four traction motors The second type were built to a box car design with British Thomson-Houston equipment, replaced with the Westinghouse type in 1919.


title: Metropolitan Railway

text: In the early 1920s, the Met placed an order with Metropolitan-Vickers of Barrow-in-Furness for rebuilding the 20 electric locomotives. When work started on the first locomotive, it was found to be impractical and uneconomical and the order was changed to building new locomotives using some equipment recovered from the originals. The new locomotives were built in 1922–1923 and named after famous London residents. They had four motors, totalling (one-hour rating), giving a top speed of .


title: Metropolitan Railway

text: No. 5 "John Hampden" is preserved as a static display at the London Transport Museum and No. 12 "Sarah Siddons" has been used for heritage events, and ran during the Met's 150th anniversary celebrations.


title: Metropolitan Railway

text: The first order for electric multiple units was placed with Metropolitan Amalgamated in 1902 for 50 trailers and 20 motor cars with Westinghouse equipment, which ran as 6-car trains. First and third class accommodation was provided in open saloons, second class being withdrawn from the Met. Access was at the ends via open lattice gates and the units were modified so that they could run off-peak as 3-car units. For the joint Hammersmith & City line service, the Met and the GWR purchased 20 × 6-cars trains with Thomson-Houston equipment. In 1904, a further order was placed by the Met for 36 motor cars and 62 trailers with an option for another 20 motor cars and 40 trailers. Problems with the Westinghouse equipment led to Thomson-Houston equipment being specified when the option was taken up and more powerful motors being fitted. Before 1918, the motor cars with the more powerful motors were used on the Circle with three trailers. The open lattice gates were seen as a problem when working above ground and all of the cars had gates replaced with vestibules by 1907. Having access only through the two end doors became a problem on the busy Circle and centre sliding doors were fitted from 1911.


title: Metropolitan Railway

text: From 1906, some of the Ashbury bogie stock was converted into multiple units by fitting cabs, control equipment and motors. In 1910, two motor cars were modified with driving cabs at both ends. They started work on the Uxbridge-South Harrow shuttle service, being transferred to the Addison Road shuttle in 1918. From 1925 to 1934 these vehicles were used between Watford and Rickmansworth.


title: Metropolitan Railway

text: In 1913, an order was placed for 23 motor cars and 20 trailers, saloon cars with sliding doors at the end and the middle. These started work on the Circle, including the new service to New Cross via the ELR. In 1921, 20 motor cars, 33 trailers and six first-class driving trailers were received with three pairs of double sliding doors on each side. These were introduced on the Circle.


title: Metropolitan Railway

text: Between 1927 and 1933 multiple unit compartment stock was built by the Metropolitan Carriage and Wagon and Birmingham Railway Carriage and Wagon Co. for services from Baker Street and the City to Watford and Rickmansworth. The first order was only for motor cars; half had Westinghouse brakes, Metro-Vickers control systems and four MV153 motors; they replaced the motor cars working with bogie stock trailers. The rest of the motor cars had the same motor equipment but used vacuum brakes, and worked with converted 1920/23 Dreadnought carriages to form 'MV' units. In 1929, 'MW' stock was ordered, 30 motor coaches and 25 trailers similar to the 'MV' units, but with Westinghouse brakes. A further batch of 'MW' stock was ordered in 1931, this time from the Birmingham Railway Carriage & Wagon Co. This was to make seven 8-coach trains, and included additional trailers to increase the length of the previous 'MW' batch trains to eight coaches. These had GEC WT545 motors, and although designed to work in multiple with the MV153, this did not work well in practice. After the Met became part of London Underground, the MV stock was fitted with Westinghouse brakes and the cars with GEC motors were re-geared to allow them to work in multiple with the MV153-motored cars. In 1938, nine 8-coach and ten 6-coach MW units were re-designated T Stock. A trailer coach built in 1904/05 is stored at London Transport Museum's Acton Depot; it has been badly damaged by fire, and the Spa Valley Railway is home to two T stock coaches.


title: Deborah Rush

text: Deborah Rush (born April 10, 1954) is an American actress. She has worked in television, film and on Broadway. In 1984, she was nominated for a Tony Award for Best Performance by a Featured Actress in a Play for Michael Frayn's comedy "Noises Off". She also acted in Stephen Adly Guirgis' "The Last Days of Judas Iscariot". In 2003 she acted in the comedy film "American Wedding", as Mary Flaherty, Michelle Flaherty's mom. In December 2008, she joined the cast of the Broadway revival of "Blithe Spirit".


title: Deborah Rush

text: Rush has acted in a number of movies and television series, including the Woody Allen films "Zelig" and "The Purple Rose of Cairo". She was a regular cast member of the television series "Strangers with Candy". She had a recurring role on "Spin City" as Helen Winston, eventual ex-wife of mayor Randall Winston, and on" Orange Is the New Black", as Piper's mother.


title: Deborah Rush

text: She is the wife of Walter Cronkite III (born April 22, 1957) and daughter-in-law of the late television journalist Walter Cronkite. The couple has two sons, Walter Cronkite IV and the late Peter Cronkite.


title: Manglobe

text: Manglobe made its name producing original shows such as "Samurai Champloo" and "Ergo Proxy", rather than adaptations of existing works. Since 2010, the studio had been responsible for multiple seasons of the anime adaptation of "The World God Only Knows". Writer of "The World God Only Knows" manga Tamiki Wakaki became good friends with Manglobe's managing director Takashi Kochiyama during this period, and had stated that working closely with Manglobe's staff resulted in "a truly fortunate work."


title: Manglobe

text: On September 29, 2015, the studio filed for bankruptcy and removed its website. The "Anime! Anime! Biz" website reported that the studio had been insolvent for some time, and it had considered options such as debt consolidation before deciding to file for bankruptcy. According to a report by "Teikoku Databank", Manglobe had an estimated debt of 350 million yen. Manglobe's bankruptcy resulted in a delay of the theatrical release of the film "Genocidal Organ", which had been slated to open on November 13, 2015, and a 16-month long delay of the home video release of "Gangsta" from Volume 3 onwards in Japan.


title: Richard Montgomery

text: Richard Montgomery (2 December 1738 – 31 December 1775) was an Irish soldier who first served in the British Army. He later became a major general in the Continental Army during the American Revolutionary War, and he is most famous for leading the unsuccessful 1775 invasion of Quebec.


title: Richard Montgomery

text: Montgomery was born and raised in Ireland. In 1754, he enrolled at Trinity College, Dublin, and two years later joined the British Army to fight in the French and Indian War. He steadily rose through the ranks, serving in North America and then the Caribbean. After the war he was stationed at Fort Detroit during Pontiac's War, following which he returned to Britain for health reasons. In 1773, Montgomery returned to the Thirteen Colonies, married Janet Livingston, and began farming.


title: Richard Montgomery

text: When the American Revolutionary War broke out, Montgomery took up the Patriot cause, and was elected to the New York Provincial Congress in May 1775. In June 1775, he was commissioned as a brigadier general in the Continental Army. After Philip Schuyler became too ill to lead the invasion of Canada, Montgomery took over. He captured Fort St. Johns and then Montreal in November 1775, and then advanced to Quebec City, where he joined another force under the command of Benedict Arnold. On 31 December, he led an attack on the city, but was killed during the battle. The British found his body and gave him an honorable burial. His remains were moved to New York City in 1818.


title: Richard Montgomery

text: Montgomery was born near Swords in the north of County Dublin in Ireland. He was born into an Ulster Scots gentry family, the County Donegal branch of the Clan Montgomery. His father, Thomas Montgomery, was a British Army officer and a Member of Parliament (MP) for the pocket borough of Lifford in east Donegal, which returned two MPs to the Irish Parliament. Thomas' brother Alexander Montgomery (1720–1800) and cousin, another Alexander Montgomery (1686–1729), were both colonels and MPs for County Donegal. Another first cousin Alexander Montgomery (died 1785) was MP for County Monaghan.


title: Richard Montgomery

text: Richard Montgomery spent most of his childhood at Abbeville House in Kinsealy, near Swords, in County Dublin, where he learned to hunt, ride, shoot, and fence. Thomas Montgomery made sure that his sons received a good education; Richard attended the school of the Rev. Saumarez Dubourdieu in Leixlip, and learned French, Latin, and rhetoric. Richard Montgomery entered Trinity College, Dublin in 1754.


title: Richard Montgomery

text: Despite his great love of knowledge, Montgomery did not receive a degree. He was urged by his father and his oldest brother Alexander to join the military, which he did on 21 September 1756. His father purchased an ensign's commission for Montgomery, who joined the 17th Regiment of Foot.


title: Richard Montgomery

text: On 3 February 1757, the 17th Foot was ordered to march from its garrison at Galway and prepare to be deployed overseas. On 5 May, Montgomery and the 17th Foot sailed from Cork for Halifax, Nova Scotia, arriving in July. The British had planned an attempt on Louisbourg but the operation was called off, and they sailed instead for winter quarters in New York. In 1758, the 17th Foot was sent back to Halifax, once again with the goal of taking Louisbourg.


title: Richard Montgomery

text: The British commanders, Jeffery Amherst and James Abercromby drew up a plan to assault the French at Louisbourg, which is located on the Atlantic coast of Cape Breton Island, north of Halifax. The French garrison consisted of only 800 men, while the British force had 13,142 troops supported by 23 ships of the line and 13 frigates. On 8 June 1758, the attack on the fort began. Montgomery landed on the beach under heavy fire and ordered his troops to advance with fixed bayonets. The outer French defenses withdrew back toward the city. Montgomery's unit and the rest of the British force chased the French back to a point just outside the Fort's guns. At this point, the British prepared to besiege the city. Due to bad weather, artillery and other materials needed for the siege took several weeks to arrive onshore. Montgomery had his men dig entrenchments and build breastworks, also ordering his men stay alert to the possibility of a French attack. On 9 July, the French attempted a breakout, but it failed. On 26 July, following a series of actions resulting in the destruction of most their fleet, the French surrendered. General Amherst was impressed by Montgomery's action during the siege, and promoted him to lieutenant.


title: Richard Montgomery

text: On 8 July 1758, James Abercromby attacked Fort Carillon on Lake Champlain, but was repelled with heavy losses. In August, Montgomery and the 17th foot sailed to Boston, marched to join with Abercromby's forces in Albany and then moved to Lake George. On 9 November, Abercromby was recalled; Amherst replaced him as commander-in-chief. The British high command, for the 1759 campaign, developed a plan for a three-pronged attack into Canada, in which forces including the 17th foot would assault Fort Carillon and also capture Fort St. Frédéric, near Crown Point, New York. Under Amherst's command, Montgomery and the 17th Foot participated in the capture of Fort Carillon. While the army was gathering prior to the battle, Montgomery's company was on guard duty; he ordered his men to remain vigilant for French and Indian ambush parties. On 9 May his suspicions proved correct when 12 men from the 17th were attacked. Montgomery and the 17th met stiff resistance at first. Montgomery ordered that his men were not to fire at night, fearing they would shoot their comrades. On 21 July, the army began its movement toward Fort Carillon; by the 26th they were in position outside the fort's walls, from which the French had already withdrawn most of their forces to Fort St. Frédéric. That night, after some exchange of cannon fire during the day, the French blew up Carillon's powder magazine, and Fort St. Frédéric the next day, and withdrew to the far end of Lake Champlain.


title: Richard Montgomery

text: The 17th, which was placed under the command of Major General Robert Monckton late in 1759, spent the winter on garrison duty in the Mohawk River valley. On 15 May 1760, Monckton named Montgomery as regimental adjutant, a position awarded by the commanding officer to the most promising lieutenant in the regiment. In August, the 17th Foot joined with the Lake Champlain Division, and set out from Crown Point to participate in a three-pronged attack on Montreal. The 17th Foot captured the Île aux Noix and Fort Chambly before meeting with the two other divisions outside Montreal. The Marquis de Vaudreuil, Canada's French governor, seeing that the city could not be defended, surrendered the city without a fight. With the fall of Montreal, all of Canada fell into British hands. In the summer of 1761, Montgomery and the 17th Foot marched from Montreal to Staten Island.


title: Richard Montgomery

text: After conquering Canada, the British government put together a plan to defeat the French in the West Indies. In November 1761, Montgomery and the 17th set sail for Barbados, where they joined other units from North America. On 5 January 1762, the force left Barbados and headed towards the French island of Martinique, arriving there in mid-January. The French, having received word of an impending attack, had built up their defenses. A beachhead was quickly established, and the main offensive began on 24 January. The French outer defenses were overrun and the survivors fled to the capital, Fort Royal. The British prepared to launch an assault on the fort, but the French, seeing the situation was hopeless, surrendered. On 12 February, the entire island surrendered. After the fall of Martinique, the rest of the French West Indies, Grenada, Saint Lucia, and Saint Vincent, fell to the British without a fight. On 6 May 1762, in reward for his actions in Martinique, Lieutenant Colonel John Campbell promoted Montgomery to captain and gave him command of one of the ten companies of the 17th Foot.


title: Richard Montgomery

text: Spain entered the war in 1761 as an ally of France. The British high command believed that capturing Havana would destroy the lines of communication from Spain to its colonial empire. On 6 June, the assaulting British forces arrived seven miles off the shore of Havana. The 17th Foot, including Montgomery's company, was to capture Moro Fort, the key to the Spanish defense of the city. British battleships bombarded the fort, silencing all but two Spanish guns. On 30 July, Montgomery and the 17th Foot stormed and captured the fort. In late August 1762, Montgomery and the 17th Foot were sent to New York, where they remained for the rest of the war. The conflict was ended by the signing of the Treaty of Paris on 10 February 1763.


title: Richard Montgomery

text: Angered by the French surrender and unhappy with British policies that affected them, an Ottawa chief, Pontiac, organized 18 Native American tribes that attacked British military and civilian settlements beginning in April 1763. The tribes captured eight British forts and forced the evacuation of two more. General Amherst ordered the 17th to Albany in June 1763 to assist in combating the outbreak of hostilities.


title: Richard Montgomery

text: En route to Albany, the ship carrying Montgomery up the Hudson River ran aground near Clermont Manor, seat of the politically powerful Livingston family. While the ship was refloated, the Livingstons played host to the ship's officers. Montgomery met Robert Livingston's 20-year-old daughter Janet. We do not know what happened between them at this time, but Janet noticed that Montgomery was not with the regiment (having been given leave to return to England early) when it returned to New York.


title: Richard Montgomery

text: The 17th was first assigned to garrison duty at Fort Stanwix, where Montgomery remained until 1764. In 1764, Montgomery applied to Colonel Campbell and General Thomas Gage for leave to return to England; his service in the Caribbean had taken a toll on his health. Gage granted the leave, directing Colonel Campbell to approve the leave as soon as possible. Campbell, whose subordinate officers had been depleted in the Caribbean campaign, would grant the leave only after the upcoming expedition.


title: Richard Montgomery

text: The British in 1764 organized two expeditions to combat the uprising. Montgomery and the 17th were on one of these expeditions, commanded by John Bradstreet, that went to Fort Niagara in July, where they were stationed for one month, while Sir William Johnson organized and held a major conference with Natives from around the Great Lakes. The conference drew more than 2,000 natives; Bradstreet's forces stayed there as a deterrent to rumored Native attacks. They then marched to Fort Detroit, which had been subject to a surprise attack earlier, arriving in August. For several weeks, Montgomery stayed at the fort, helping to improve its defenses, and also gaining an understanding of how to interact with the Natives. In September, Bradstreet left Fort Detroit for Sandusky, to meet with the Shawnee and the Delaware; while the 17th remained on garrison duty at Fort Detroit and Fort Michilimackinac, Montgomery, whose leave had been granted, accompanied him. On 3 October, Montgomery and several other officers met with Thomas King, an Oneida chief. King had accompanied a detachment of Bradstreet's men on operations in Illinois; he reported that the Natives were quite hostile there, and had recommended against military action against them. Two days later, at a larger conference with Bradstreet and Iroquois leaders, Bradstreet explained to them that the British would not be attacking the Shawnee and Delaware. Bradstreet then released Montgomery, who traveled first to Johnson Hall and then New York, where he delivered dispatches from Bradstreet to Gage before departing for England.


title: Richard Montgomery

text: In Britain, Montgomery recovered his health. He associated with Whig Members of Parliament, who generally supported the colonists in their demands for more political freedom. Montgomery became friends with several prominent Whigs, among them Isaac Barre, Edmund Burke, and Charles James Fox. While stationed in Britain, Montgomery spent much of his time discussing politics with these three men. He began to question the British Government's policies. In 1768, with the 17th Foot back in England, he began a recruitment drive; before it began, his company was only 17 men. He also became engaged; however, his fiancée proved to be untrue, and the engagement was broken.


title: Richard Montgomery

text: After being passed over for promotion in 1771, likely because of his political affiliations, he sold his commission for about £1,500 and left the military in 1772. He then bought scientific instruments (microscopes, a barometer and hygrometer), surveying tools, and draftsmen's tools, and sailed for America in July of that year. He had decided to never marry or take up arms again, and to become a gentleman farmer.


title: Richard Montgomery

text: He bought a farm at King's Bridge, 13 miles north of New York City. While adjusting to his surroundings, Montgomery renewed his acquaintance with Janet Livingston, who later recounted that "politeness led him to make me a visit." After receiving permission from her father, he and Janet were married on 24 July 1773. Montgomery's marriage with Janet also led him to become a slave owner, as the Livingstons were a prominent slaveowning family in the region.


title: Richard Montgomery

text: After their marriage, Montgomery leased his farm to a tenant. His wife's grandfather, Judge Beekman, gave them a cottage on the Post Road north of the Beekman Arms in Rhinebeck in which to reside. Montgomery bought some surrounding land and set to work fencing, ploughing fields, building a grain mill, and laying the foundation for a larger home called "Grasmere", though it was yet to be completed at the time of his death and the tiny cottage was his only residence in Rhinebeck. He said that he was "Never so happy in all my life", but followed that up by saying "This cannot last; it cannot last." Three months after their marriage, Janet told him of a dream she had in which Montgomery was killed in a duel by his brother. Montgomery replied by saying "I have always told you that my happiness is not lasting ... Let us enjoy it as long as we may and leave the rest to God."


title: Richard Montgomery

text: Because Montgomery was now tied to the Livingston family, who supported the Patriot cause, he began to turn against the British government, seeing himself as an American instead of an Englishman. He came to believe that the British government was being oppressive and was acting like a tyrannical parent-state.


title: Richard Montgomery

text: On 16 May 1775, Montgomery was elected as one of the ten deputies to represent Dutchess County in the New York Provincial Congress. Although Montgomery had only lived in New York for two years and had not sought political involvement, he was well known and respected in the area and he felt obliged to attend. He was reluctant to go, but nonetheless went to New York City, 80 miles south of Rhinebeck.


title: Richard Montgomery

text: The first session began on 22 May. On 26 May 97 delegates, including Montgomery, signed a resolution legitimizing its authority. Montgomery's views were those of a moderate Patriot. He believed that the British Government was wrong, but hoped for an honorable reconciliation. Gradually, the faction of the Congress that remained loyal to the King lost its influence, with some not participating on a regular basis. Montgomery was selected to serve in a site selection committee to decide the placement of military defensive positions in New York, and was also involved in organizing the provincial militia and securing its supplies.


title: Richard Montgomery

text: After the appointment of George Washington as Commander-in-Chief of the newly formed Continental Army on 15 June 1775, the Second Continental Congress asked the New York Provincial Government to select two men for service in the army. One would be a major general, the other a brigadier general. The assembly favored Philip Schuyler as the major general. Montgomery expressed concern over this, as he did not believe that Schuyler had enough combat experience for such an appointment. Montgomery wrote that "Phil Schuyler was mentioned to me ... His consequence in the province makes him a fit subject for an important trust – but has he strong nerves? I could wish to have that point well ascertained with respect to any man so employed." Although Montgomery knew he was under consideration for brigadier general, he did not publicly show any desire for the appointment. Nonetheless, Schuyler was appointed major general, and Montgomery brigadier general, on 22 June. Montgomery was ranked second in command of all the brigadier generals.


title: Richard Montgomery

text: In view of this appointment, he said, "The Congress having done me the honor of electing me brigadier-general in their service, is an event which must put an end, for awhile, perhaps for ever, to the quiet scheme of life I had prescribed for myself; for, though entirely unexpected and undesired by me, the will of an oppressed people, compelled to choose between liberty and slavery, must be obeyed."


title: Richard Montgomery

text: On 25 June, George Washington passed through New York City on his way to Boston. Washington assigned Montgomery as deputy commander under Schuyler. A few days later, Schuyler received orders from the Continental Congress to invade Canada. The idea was that the army was to invade Quebec, where the Hudson River and the northern lakes could supply the army. A force was quickly assembled at Fort Ticonderoga, and Schuyler left to take command of the army on 4 July. Montgomery stayed in Albany for several more weeks making the final arrangements for the invasion. His wife followed him as far north as Saratoga, where he told her "You shall never have cause to blush for your Montgomery."


title: Richard Montgomery

text: Through July and early August, Montgomery and Schuyler continued to organize their force, raising the men and materials needed for an invasion. While they organized, Washington decided to expand the invasion, ordering Benedict Arnold to lead another invasion force that would invade Quebec from Maine. It was to join with Schuyler's army outside Quebec City, where they would launch a joint attack on to the city.


title: Richard Montgomery

text: In August, Schuyler left to meet with representatives of the Iroquois Confederacy in order to keep them neutral during the invasion, leaving Montgomery in command of the forces at Fort Ticonderoga. While Schuyler was away, Montgomery received intelligence that the British were building two gunboats on Lake Champlain, which, when complete, would give the British military access to the lake. Without asking permission from Schuyler, he moved 1,200 men north on the schooner "Liberty" and the sloop "Enterprise". Montgomery wrote a letter to Schuyler, explaining the situation.


title: Richard Montgomery

text: Schuyler returned to Fort Ticonderoga on 30 August, ordered an additional 800 men to reinforce Montgomery, and then, despite being ill, set out to join Montgomery. He caught up with Montgomery on 4 September on Isle La Motte, where he assumed command and ordered the advance to continue to Île aux Noix, a small island in the Richelieu River. Schuyler, whose health was poor, drafted a proclamation in which he called the Canadians "Friends and Countrymen", asking them to help expel the British from Canada.


title: Richard Montgomery

text: On 6 September, Montgomery led a probing force to Fort St. Johns, the key to the British defense of Montreal. Montgomery led the main body of troops toward the fort through a marshy and heavily wooded area. A flanking party led by Captain Matthew Mead was ambushed by 100 Native Americans allied to the British. The party held its ground, forcing the ambushing Natives to fall back to the fort. Montgomery, fearing that the British force was larger than he had anticipated, called off operations for the rest of the day and withdrew his force to a spot beyond the range of the British guns. Believing that the fort could not be captured quickly, Schuyler recalled Montgomery's force and fortified Île aux Noix.