Editing Piccadilly line (section)

===Extension to Cockfosters===
[[File:Ventilation panel, Wood Green tube station - geograph.org.uk - 1401101.jpg|thumb|One of the ventilation panels at Wood Green station platforms]]

While early plans to serve Wood Green (specifically [[Alexandra Palace railway station|Alexandra Palace]]) existed since the 1890s as part of the GN&SR,<ref name="Gazette_04">{{London Gazette |date=22 November 1898 |issue=27025 |pages=7040–7043}}</ref><ref name="Gazette_05">{{London Gazette |date=4 August 1899 |issue=27105 |pages=4833–4834}}</ref> this section to [[Finsbury Park station|Finsbury Park]] was later dropped from the GNP&BR proposal in 1902 when the GN&SR was merged with the B&PCR.{{sfn|Badsey-Ellis|2005|p=131}}{{sfn|Horne|2007|p=11}} In 1902, as part of an agreement for taking over the GN&SR, the [[Great Northern Railway (Great Britain)|Great Northern Railway]] (GNR) imposed a sanction<!--no suitable wikilink available--> on Yerkes to abandon the section north of Finsbury Park and they would construct the terminus below ground.{{sfn|Horne|2007|p=11}}{{sfn|Badsey-Ellis|2005|p=138}}{{sfn|Martin|2012|pp=182–183}}<ref name=hornsyhist1>{{cite web |url=https://hornseyhistorical.org.uk/piccadilly-line-extension-part-one/ |title=Part One |work=The Piccadilly Line Extension |last=Dean |first=Deadre |date=4 October 2019 |publisher=Hornsey Historical Society |access-date=5 August 2020 |url-status=live |archive-url=https://web.archive.org/web/20200806102029/https://hornseyhistorical.org.uk/piccadilly-line-extension-part-one/ |archive-date=6 August 2020}}</ref> Finsbury Park remained as an overcrowded terminus of the line, and was described as "intolerable". Many passengers arriving at both stations had to change onto buses, trams, and [[suburban rail]] services to complete their journeys further north.{{sfn|Horne|2007|p=91}}{{refn|The diagram in the reference shows bus or tram routes in the north which were in close proximity to Finsbury Park.|group=note}} The GNR attempted to address this issue by considering [[electrification]] several times, but to no avail due to shortage of funds. Meanwhile, the LER proposed an extension in 1920 but was [[wikt:overrule#Verb|overruled]] by the GNR, which was widely regarded as "unreasonable". In 1923, a petition by the Middlesex Federation of Ratepayers to [[repeal]] the 1902 act of Parliament{{which|date=July 2024}} emerged. It was reported that a "fierce exchange of arguments" occurred during a parliamentary session in March 1924 to request this change.<ref>{{cite web |url=https://hansard.parliament.uk/Commons/1924-03-05/debates/3693b732-edd8-43ac-b586-573bf88e0a0d/LondonAndNorthEasternRailwayBill(ByOrder) |title=London and North Eastern Railway Bill (By Order) |publisher=Hansard Parliament UK |date=15 March 1924 |access-date= 6 August 2020 |url-status=live |archive-url=https://web.archive.org/web/20200806101549/https://hansard.parliament.uk/Commons/1924-03-05/debates/3693b732-edd8-43ac-b586-573bf88e0a0d/LondonAndNorthEasternRailwayBill%28ByOrder%29 |archive-date=6 August 2020}}</ref><ref name=hornsyhist1/> [[Frank Pick]], as the new assistant managing director of the Underground, distributed photographs of the congestion at Finsbury Park to the press. All of this pressure finally prompted the government to initiate "The North and North-East London Traffic Inquiry", with initial reports only recommending a one-station extension to [[Manor House tube station|Manor House]]. The [[London and North Eastern Railway]] (LNER), being the successor of the GNR, was placed in the position of electrifying its own services or withdrawing its [[veto]] of an extension of the Piccadilly line. With funds still being insufficient to electrify the railway, the LNER reluctantly agreed to the latter.{{sfn|Martin|2012|pp=182–183}} An extension was highly likely at this stage, based on a study in October 1925 by the [[London and Home Counties Traffic Advisory Committee|London & Home Counties Traffic Advisory Committee]].{{sfn|Horne|2007|p=65}}{{sfn|Wolmar|2005|pp=227–231}}

{{Infobox UK legislation
| short_title           = London Electric Metropolitan District Central London and City and South London Railway Companies Act 1930
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1930
| citation              = [[20 & 21 Geo. 5]]. c. lxxxviii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 4 June 1930
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Geo5/20-21/88/pdfs/ukla_19300088_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
Pick, together with the Underground board, began working on the extension proposal. Much pressure was also received from a few districts such as [[Tottenham]] and [[Harringay]], but it was decided that the optimal route would be the midpoint of the GNR and the [[Lea Valley lines|Hertford Line]].{{refn|An interchange at Manor House was provided instead for connecting trams to [[Edmonton, London|Edmonton]], Tottenham and [[London Borough of Enfield|Enfield]] East.{{sfn|Horne|2007|p=65}}|group=note}} This was backed by the committee, and parliamentary approval for the extension was obtained on 4 June 1930, under the '''{{visible anchor|London Electric Metropolitan District Central London and City and South London Railway Companies Act 1930}}''' ([[20 & 21 Geo. 5]]. c. lxxxviii).<ref>{{London Gazette |date=6 June 1930 |issue=33613 |pages=3561}}</ref><ref name=hornsyhist2>{{cite web |url=https://hornseyhistorical.org.uk/piccadilly-line-extension-part-two/ |title=Part Two |work=The Piccadilly Line Extension |last=Dean |first=Deadre |date=18 January 2020 |publisher=Hornsey Historical Society |access-date=5 August 2020 |url-status=live |archive-url=https://web.archive.org/web/20200806101853/https://hornseyhistorical.org.uk/piccadilly-line-extension-part-two/ |archive-date=6 August 2020}}</ref>{{refn|LNER continued to oppose the decision, and promised to electrify the line if the extension was rejected.{{sfn|Horne|2007|p=66}}<ref name=hornsyhist1/>|group=note}} Funding was obtained from legislation under the Development (Loan Guarantees and Grants) Act 1929 ([[20 & 21 Geo. 5]]. c. 7) instead of the [[Trade Facilities Act]]. The extension would pass through [[Manor House, London|Manor House]], [[Wood Green]] and [[Southgate, London|Southgate]], ending at Enfield West (now [[Oakwood tube station|Oakwood]]);{{sfn|Horne|2007|pp=65–66}}{{refn|It was intended for the station to be named East Barnet, but was quickly renamed before opening. Alternative suggestions were Merryhills and Oakwood. The station was gradually renamed, to Enfield West (Oakwood) on 3 May 1934, and to its present name on 1 September 1946.{{sfn|Horne|2007|pp=68,73}}{{sfn|Harris|2006|p=53}}|group=note}} based on the absence of property development along the line. In November 1929, the projected terminus was shifted further north to [[Cockfosters tube station|Cockfosters]] to accommodate a larger depot. It was estimated that ridership on the extension, which would cost £4.4&nbsp;million, would be 36 million passengers a year.{{sfn|Horne|2007|p=66}} In addition to Enfield West, stations were designated at [[Southgate tube station|Southgate]], [[Arnos Grove tube station|Arnos Grove]], [[Bounds Green tube station|Bounds Green]], [[Wood Green tube station|Wood Green]], [[Turnpike Lane tube station|Turnpike Lane]], and Manor House. Bounds Green station was almost cancelled in order to improve journey times.{{sfn|Horne|2007|p=70}} A more expensive provision was rejected, which included construction of a third track between Finsbury Park and Wood Green. Furthermore, since journey speed was a primary consideration in decision-making for the extension, the pencilled-in and much lobbied-for additional station near the corner of Green Lanes and St. Ann's Road in [[Harringay]] was dropped.{{sfn|Horne|2007|pp=68–70}}<ref name=hornsyhist2/>

Tunnel rings, cabling and [[concrete]] were produced in Northern England, while unemployed industrial workers there helped in the construction of the extension. Construction of the extension started quickly, with the boring of the twin tube tunnels between Arnos Grove and Finsbury Park proceeding at the rate of a mile per month. Twenty-two tunnelling shields were used for the tunnels,{{sfn|Martin|2012|pp=181–182}} and tunnel diameters were slightly larger than the old section, at {{convert|12|ft|m|abbr=on}}. Sharp curves were also avoided to promote higher average speeds on the extension. Platforms {{convert|400|ft|m|abbr=on}} long were originally planned for each station to fit 8-car trains, but were cut short to {{convert|385|ft|m|abbr=on}} when built. Some stations were also built with wider platform tunnels to cater to expected high patronage. To connect with buses and trams, interchange stations were provided with exits which led passengers directly to the bus terminal or tram stop from the subsurface ticket hall. The exits were purposed to improve connections which avoided chaotic passenger flow such as at Finsbury Park. Wood Green was an exception due to engineering difficulties, with the ticket hall at street level instead. Ventilation shafts were provided at Finsbury Park Tennis Courts, Colina Road and Nightingale Road, supplementing the existing fans within the stations. Provisions for future branch lines to [[Enfield, London|Enfield]] and Tottenham were made at Wood Green and Manor House respectively, both to have reversing sidings. This had since changed, with only a reversing siding built at Wood Green and no provision for the branch line. Arnos Grove was built to have four platforms facing three tracks for trains to reverse regularly, with seven stabling sidings instead of one reversing siding and two platforms.{{sfn|Horne|2007|pp=69,74–75,86}}<ref>{{cite web |url=https://www.google.com/maps/place/Arnos+Grove/@51.61645,-0.13304,17z/data=!3m1!4b1!4m2!3m1!1s0x48761973b6a2cc5f:0x3f182b0278779adc |title=Arnos Grove tube station |website=Google Maps |access-date=5 August 2020}}</ref><ref name=cartomap>{{cite map |url=http://cartometro.com/documents/CartoMetroLondon.v3.9.pdf?r=cmf |format=PDF |title=Greater London Transport Tracks Map |work=CartoMetro London Edition |version=3.9 |last=Jarrier |first=Franklin |url-status=live |archive-url=https://web.archive.org/web/20200823123452/http://cartometro.com/documents/CartoMetroLondon.v3.9.pdf?r=cmf |archive-date=23 August 2020 |access-date=23 August 2020}}</ref>

Most of the tunnelling works were completed by October 1931, with the Wood Green and Bounds Green station tunnels done by the end of the year.<ref name=hornsyhist2/> The first phase of the extension to Arnos Grove opened on 19 September 1932, without ceremony. The line was further extended to Enfield West on 13 March 1933 and finally to Cockfosters on 31 July 1933, again without ceremonies.{{sfn|Wolmar|2005|pp=227–231}}{{sfn|Rose|1999}} The total length of the extension was {{convert|12.3|km|mi|abbr=on|order=flip}}.<ref name=culgcalculations/> Free tickets were distributed to residents on the first days of service on each extension. Initial ridership was 25&nbsp;million at the end of 1933, which sharply increased to 70&nbsp;million by 1951.{{sfn|Horne|2007|p=100}} Despite there being no official opening ceremonies, [[Edward VIII|the Prince of Wales]] visited the extension on 14 February 1933.{{sfn|Horne|2007|pp=90–92}}{{refn|He travelled from Piccadilly Circus to Wood Green, and back to [[Hyde Park Corner tube station|Hyde Park Corner]] for inspection.{{sfn|Horne|2007|p=92}}|group=note}}