Editing Hammersmith & City line (section)

==History==

===Metropolitan Railway===
{{main|Metropolitan Railway}}
{{Infobox UK legislation
| short_title           = Hammersmith and City Railway Act 1861
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1861
| citation              = [[24 & 25 Vict.]] c. clxiv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Hammersmith & City line RDT}}
The first line built by the Metropolitan Railway (Met) was from Paddington to near [[Smithfield, London|Smithfield]], near London's financial heart in [[City of London|the City]]; with gas-lit wooden carriages hauled by steam locomotives. Authorised by the '''{{visible anchor|Hammersmith and City Railway Act 1861}}''' ([[24 & 25 Vict.]] c. clxiv), and opened on 10 January 1863, it was the world's first underground railway. The line was built mostly under the [[New Road (London)|New Road]] using the "[[cut-and-cover]]" method between Paddington and King's Cross and then in tunnel and cuttings beside [[Farringdon Road]].{{sfn|Green|1987|pp=3–5}}<ref>{{cite book|last1=Edwards|first1=Dennis|last2=Pigram|first2=Ron|year=1988|publisher=[[Bloomsbury Publishing|Bloomsbury]]|title=The Golden Years of the Metropolitan Railway and the Metro-land Dream|isbn=1-870630-11-4|page=32}}</ref> Supported by the Met and the [[Great Western Railway]] (GWR), the Hammersmith & City Railway (H&CR) was built from the GWR's main line a mile west of Paddington station to the developing suburbs of [[Shepherd's Bush]] and [[Hammersmith]].{{sfn|Wolmar|2004|pp=66–67}}{{sfn|Jackson|1986|p=38}} Built on viaduct largely across open fields,{{sfn|Jackson|1986|pp=39–40}} the line opened on 13 June 1864 with a GWR service from Farringdon{{sfn|Jackson|1986|pp=38–39}} to [[Hammersmith tube station (Circle and Hammersmith & City lines)|Hammersmith]],{{sfn|Rose|2007}} services to Addison Road (now [[Kensington (Olympia) station|Kensington (Olympia)]]) on the [[West London Railway]] via a link at Latimer Road starting a few weeks later.{{sfn|Jackson|1986|pp=38–39}} From 1865, the Met ran trains to Hammersmith and the GWR trains to Addison Road.{{efn|In August 1872, the Addison Road service became the [[Middle Circle]] when extended over the [[District Railway]] to Earl's Court and onto [[Mansion House tube station|Mansion House]]. From 1 July 1900 the service was cut back to run from Earl's Court to Aldgate before being withdrawn in January 1905.{{sfn|Bruce|1983|p=11}}}} In 1867, the line became jointly owned by the two companies. 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 [[Flying junction|dive-under]].{{sfn|Jackson|1986|pp=39–40}} A year earlier some services had been extended via [[London & South Western Railway]]'s [[Hammersmith (Grove Road) railway station]] and their line to Richmond.{{sfn|Green|1987|p=11}}{{sfn|Rose|2007}}

The railway was extended east of Farringdon and a terminus opened at [[Aldgate tube station|Aldgate]] on 18 November 1876.{{sfn|Jackson|1986|pp=69–71}} The Met wished to access the [[South Eastern Railway (UK)|South Eastern Railway]] via the [[East London Railway]] (ELR) and jointly with the [[District Railway]] built lines from their [[Mansion House tube station|Mansion House station]] to the Met's Aldgate station and east from Aldgate to reach the ELR at [[Whitechapel tube station|Whitechapel]]. In October 1884, the Met extended some Hammersmith services over the ELR to New Cross.{{sfn|Jackson|1986|p=109}}{{sfn|Rose|2007}}

In 1902, the [[Whitechapel & Bow Railway]] was opened, linking the District Railway at Whitechapel to the [[London, Tilbury and Southend Railway]] (LT&SR) at an above-ground junction at [[Bow, London|Bow]], to the west of [[Bromley-by-Bow tube station|Bromley-by-Bow station]], and some District services were extended from Whitechapel to [[East Ham station|East Ham]].{{sfn|Horne|2006|pp=28–29}} When the line was electrified in 1906 services to Richmond were withdrawn and the western termini became Hammersmith and Kensington (Addison Road), and to the east services were diverted from the ELR to Whitechapel,{{sfn|Jackson|1986|p=185}} until the ELR was electrified in 1914 and services ran from Hammersmith to New Cross (SER) and New Cross (LB&SCR).{{sfn|Jackson|1986|pp=224, 349}} The 6-car electric multiple units were jointly owned by the Met and GWR until 1923 when the GWR sold theirs to the Met.{{sfn|Jackson|1986|p=237}}

===London Transport===
{{main|Metropolitan line (1933–88)}}
On 1 July 1933, the Metropolitan Railway was amalgamated with other Underground railways, tramway companies and bus operators to form the [[London Passenger Transport Board]]. To relieve congestion on the [[District line]] east of {{stl|LUL|Whitechapel}} from 1936 some Hammersmith & City line trains were diverted from the East London line to Barking.{{sfn|Rose|2007}} Through trains to New Cross and New Cross Gate were withdrawn in November 1939,{{sfn|Rose|2007}} the Hammersmith & City line trains terminating at Whitechapel while the longer 8-car [[Uxbridge tube station|Uxbridge]] line trains ran to Barking. However, this caused operational problems and from 1941 Barking was again served by trains from Hammersmith.{{sfn|Horne|2003|p=65}}

From 1937, new steel [[London Underground O Stock|O stock]] trains, with doors remotely operated by the guard, replaced the wooden-bodied trains dating from 1906. It had been intended to operate the new trains with four or six cars,{{sfn|Horne|2003|p=65}} but after initial problems with the traction current only six-car formations were used.{{sfn|Bruce|1983|p=93}} Services to Kensington (Olympia) via the curve at Latimer Road were suspended for the duration of World War II after bomb damage to the West London line in 1940.{{sfn|Horne|2006|p=73}} When the similar trains running on the Circle line were lengthened to six cars in 1959 and 1960, the stock of the two lines was integrated with maintenance at Hammersmith depot.{{sfn|Bruce|1983|p=95}} Aluminium [[London Underground C69 and C77 Stock|C Stock]] trains, with public address systems and originally unpainted, replaced these trains from 1970.{{sfn|Bruce|1983|p=114}} [[Driver-only operation|One person operation]] was proposed in 1972, but due to conflict with the trade unions was not introduced until 1984.<ref>{{cite book|last1=Croome|first1=Desmond F.|last2=Jackson|first2=Alan Arthur|title=Rails Through the Clay: A History of London's Tube Railways|year=1993|publisher=Capital Transport|page=468|isbn=978-1-85414-151-4}}</ref>

===A separate identity===
The Hammersmith & City line was shown on the [[tube map]] as part of the [[Metropolitan line]] until 1990, when it became separated, and the Metropolitan line became the route from Aldgate to Baker Street and northwards through "[[Metro-land]]" to Uxbridge, [[Watford tube station|Watford]] and [[Amersham station|Amersham]].{{sfn|Rose|2007}}<ref name="T90">{{cite web|title=London Underground map 1990|url=http://www.clarksbury.com/cdl/maps/tube90.jpg|work=The London Tube map archive|access-date=21 November 2012}}</ref> In 2003, the infrastructure of the Hammersmith & City line was partly privatised in a [[public–private partnership]], managed by the [[Metronet (British infrastructure company)|Metronet]] consortium. Metronet went into [[Administration (law)|administration]] in 2007 and the local government body [[Transport for London]] took over responsibilities.<ref>{{cite web|url=http://www.tfl.gov.uk/assets/downloads/london-underground-ppp-performance-report-2009-2010.pdf|title=PPP Performance Report|date=2009–2010|publisher=Transport for London|access-date=7 March 2012|pages=7–8|archive-date=26 April 2012|archive-url=https://web.archive.org/web/20120426034334/http://www.tfl.gov.uk/assets/downloads/london-underground-ppp-performance-report-2009-2010.pdf|url-status=dead}}</ref> The reconstruction of Whitechapel station for the new [[Crossrail]] line required the reversing platforms to be taken out of use and since December 2009 all services have been extended to Plaistow or Barking.<ref>{{cite web|url=http://www.tfl.gov.uk/assets/downloads/Item05-Review-of-the-New-SSR-Service-Pattern.pdf |archive-url=https://ghostarchive.org/archive/20221010/http://www.tfl.gov.uk/assets/downloads/Item05-Review-of-the-New-SSR-Service-Pattern.pdf |archive-date=2022-10-10 |url-status=live|title=Review of the new SSR service pattern introduced in December 2009|date=8 February 2011|access-date=31 December 2012|publisher=[[Transport for London]]|pages=2, 8}}</ref>

Beginning in 2012, following the complete replacement of the Metropolitan line's A Stock with S8 Stock, the C Stock trains of the Circle and Hammersmith & City lines were replaced by the S7 Stock. The Hammersmith & City line received the S7 Stock first, with the first train entering service on 6 July 2012, running a shuttle service between Hammersmith and Moorgate<ref>{{cite web |url= http://www.londonreconnections.com/2012/in-pictures-the-s7-in-passenger-service/ |title=In Pictures: The S7 Stock In Passenger Service |author1=Bull, John |author2=Moore, George |date=9 July 2012 |work=London Reconnections |access-date=16 July 2012}}</ref> before operating between Hammersmith and Barking on 9 December 2012.<ref>{{cite news |title=First S Stock train runs on Hammersmith & City line |author=Johnson, Marc |url=http://www.rail.co/2012/12/13/first-s-stock-train-in-service-on-hammersmith-city-line/ |newspaper=Rail.co |date=13 December 2012 |access-date=30 December 2012 |archive-url=https://archive.today/20130116003531/http://www.rail.co/2012/12/13/first-s-stock-train-in-service-on-hammersmith-city-line/ |archive-date=16 January 2013 |url-status=dead }}</ref><ref>{{cite web |url=http://www.tfl.gov.uk/assets/downloads/corporate/Board-20131211-Part-1-Item05-Commissioners-Report-December-2013.pdf |title=Commissioner's Report |publisher=Transport for London |date=December 2013 |access-date=21 December 2013 |author=Hendy, Peter |page=5 |archive-date=24 December 2013 |archive-url=https://web.archive.org/web/20131224110412/http://www.tfl.gov.uk/assets/downloads/corporate/Board-20131211-Part-1-Item05-Commissioners-Report-December-2013.pdf |url-status=dead }}</ref> By March 2014, all services were provided by S7 Stock trains.<ref name="March Report">{{cite web |url= http://www.tfl.gov.uk/cdn/static/cms/documents/board-20140326-part-1-item05-commissioners-report.pdf |archive-url=https://ghostarchive.org/archive/20221010/http://www.tfl.gov.uk/cdn/static/cms/documents/board-20140326-part-1-item05-commissioners-report.pdf |archive-date=2022-10-10 |url-status=live |date=26 March 2014 |title=Commissioner's Report |publisher=Transport for London |pages=3–4 |access-date=2 April 2014}}</ref>