GLOUCESTER ROAD is a
The station is served by the District , Circle and Piccadilly lines.
On the District and Piccadilly lines, the station is between South
The station is in two parts: sub-surface platforms, opened in 1868 by
Metropolitan Railway as part of the company's extension of the
Inner Circle route from Paddington to South
* 1 History
* 1.1 Sub-surface station * 1.2 Deep-level station
* 2 Services * 3 Connections
* 4 Notes and references
* 4.1 Notes * 4.2 References * 4.3 Bibliography
* 5 External links
The station was opened as Brompton (Gloucester Road) on 1 October
1868 by the
Metropolitan Railway (MR, later the
Residential development had been gradually spreading westward from
On 12 April 1869, the DR opened a south-westward extension from
Gloucester Road to West Brompton where it opened an interchange
station with the West London Extension Joint Railway (WLEJR, now the
West London Line ). At the opening there was no intermediate station
– Earl's Court station did not open until 1871 – and the service
operated as a shuttle between the two stations. On 1 August 1870, the
DR opened additional tracks between Gloucester Road and South
On 3 July 1871, the DR opened its own tracks between Gloucester Road
and High Street Kensington. These tracks, the
Cromwell Curve , were
opened without Parliamentary authority in an unsuccessful attempt by
the DR to improve its share of the revenues between High Street
On 1 February 1872, the DR opened a northbound branch from its
station at Earl\'s Court to connect to the West London Extension Joint
Railway (WLEJR, now the
West London Line ) at Addison Road (now
From 1 August 1872, the Middle Circle service also began operations through Gloucester Road, running from Moorgate along the MR's tracks on the north side of the Inner Circle to Paddington , then over the Hammersmith & City Railway (H&CR) track to Latimer Road , then, via a now demolished link, on the WLEJR to Addison Road and the DR to Mansion House. The service was operated jointly by the Hmax-width:388px"> Eastbound view of the Circle and District line platform, before deck was constructed Modern eastbound view of Circle and District line platforms
Piccadilly line station building
By the beginning of the 20th century, the DR had been extended to Richmond , Ealing Broadway , Hounslow West and Wimbledon in the west and to New Cross Gate in the east. The southern section of the Inner Circle was suffering considerable congestion between South Kensington and Mansion House, between which stations the DR was running an average of 20 trains per hour with more in the peak periods.
To relieve the congestion, the DR planned an express deep-level tube
line starting from a connection to its sub-surface tracks west of
Gloucester Road and running to Mansion House. The tunnels were planned
to run about 60 to 70 feet (18–21 m) beneath the existing
sub-surface route with only one intermediate stop at Charing Cross
(now Embankment). Parliamentary approval was obtained in 1897 but no
work was done. In 1898, the DR took over the Brompton and Piccadilly
Circus Railway (B&PCR) which had a route planned from South Kensington
Following the purchase of the DR by the Underground Electric Railways Company of London in 1902, the planned DR and B&PCR lines were merged with a third proposed route from the Great Northern and Strand Railway . The DR deep-level route was revised at its western end to continue to Earl's Court and surface to the east of Barons Court . The deep-level platforms were opened on 15 December 1906 by the Great Northern, Piccadilly and Brompton Railway (GNP&BR, now the Piccadilly line) which ran between Finsbury Park and Hammersmith . A new surface building for the lifts was designed by Leslie Green with the GNP they are supplemented by Circle line trains every 8–12 minutes from approximately 05:20 to 00:30 clockwise and 05:15 to 00:15 anticlockwise. Piccadilly line trains operate every 2–6 minutes from approximately 05:40 to 00:25 eastbound and 05:55 to 00:40 westbound.
London Buses routes 49 and 74 and night routes N74 and N97 serve the station.
NOTES AND REFERENCES
* ^ Although the Cromwell Curve was not often used, the dispute between the DR and MR continued until 1903.
* ^ A B C D "Multi-year station entry-and-exit figures" (XLS).
* Badsey-Ellis, Antony (2005). London's Lost Tube Schemes. Capital
Transport. ISBN 1-85414-293-3 .
* Hobhouse (ed.), Hermione (1986). "CHAPTER XXIV - Southern