Metropolitan Railway - Revision history

imported>Pete Hobbs: /* Goods trains */ Deleted duplicated word "tons".

2025-12-02T17:29:51Z

Goods trains: Deleted duplicated word "tons".

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 Construction of the railway was estimated to cost £1&nbsp;million.{{efn|Roughly {{Inflation|UK|1000000|1853|2016|r=-6|fmt=eq|cursign=£}}. }} Initially, with the [[Crimean War]] under way, the Met found it hard to raise the capital.{{sfnp|Day|Reed|2008|p=9}} While it attempted to raise the funds it presented new bills to Parliament seeking an extension of time to carry out the works.{{sfnp|"Fowler's Ghost"|1962|p=299}}{{efn|Time limits were included in such legislation to encourage the railway company to complete the construction of its line as quickly as possible. They also prevented unused permissions acting as an indefinite block to other proposals.}} In July 1855, the '''{{visible anchor|Metropolitan Railway (Deviation) Act 1855}}''' ([[18 & 19 Vict.]] c. cii), which made a direct connection to the GNR at King's Cross, received royal assent. The plan was modified by the '''{{visible anchor|Metropolitan Railway (Great Northern Branch and Amendment) Act 1856}}''' ([[19 & 20 Vict.]] c. cix) and again later by the [[Great Northern and Metropolitan Junction Railway Act 1860]] ([[23 & 24 Vict.]] c. clxviii).{{sfnp|"Fowler's Ghost"|1962|p=299}}
-The GWR agreed to contribute £175,000{{efn|Roughly {{Inflation|UK|175000|1853|2016|r=-6|fmt=eq|cursign=£}}. }} 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.{{sfnp|Day|Reed|2008|pp=8–9}}{{efn|Instead of connecting to the GWR's terminus, the Met built its own station at Bishop's Road parallel to Paddington station and to the north. The Met connected to the GWR's tracks beyond Bishop's Road station.{{sfnp|Day|Reed|2008|p=10}} }} 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.{{sfnp|Wolmar|2004|p=31}}{{efn|The shares were later sold by the corporation for a profit.{{sfnp|Wolmar|2004|p=31}} }} 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.{{sfnp|Wolmar|2004|p=32}}
+{{Infobox UK legislation
 ====Construction====
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 ====Inner Circle====
-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 (United Kingdom)|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.{{sfnp|Horne|2006|p=5}}{{efn|In November 1863, ''[[The Times]]'' reported that about 30 railway schemes for London had been submitted for consideration in the next parliamentary session. Many of which seemed "to have been prepared on the spur of the moment, without much consideration either as to the cost of construction or as to the practicability of working them when made."<ref>{{cite news |date=30 November 1863 |title=Metropolitan Railway Projects |newspaper=[[The Times]] |issue=24729 |page=7 |url=http://find.galegroup.com/ttda/infomark.do?&source=gale&prodId=TTDA&userGroupName=kccl&tabID=T003&docPage=article&searchType=BasicSearchForm&docId=CS117874046&type=multipage&contentSet=LTO&version=1.0 |url-access=subscription |access-date= 7 May 2012}}</ref> }}
+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 (United Kingdom)|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|joint committee]] was set up to review the options.{{sfnp|Horne|2006|p=5}}{{efn|In November 1863, ''[[The Times]]'' reported that about 30 railway schemes for London had been submitted for consideration in the next parliamentary session. Many of which seemed "to have been prepared on the spur of the moment, without much consideration either as to the cost of construction or as to the practicability of working them when made."<ref>{{cite news |date=30 November 1863 |title=Metropolitan Railway Projects |newspaper=[[The Times]] |issue=24729 |page=7 |url=http://find.galegroup.com/ttda/infomark.do?&source=gale&prodId=TTDA&userGroupName=kccl&tabID=T003&docPage=article&searchType=BasicSearchForm&docId=CS117874046&type=multipage&contentSet=LTO&version=1.0 |url-access=subscription |access-date= 7 May 2012}}</ref> }}
 {{Infobox UK legislation
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 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.{{efn|Other railway's goods depots had already opened near Farringdon on the Widened Lines. Smithfield Market Sidings opened 1 May 1869, serviced by the GWR. The GNR opened its depot on 2 November 1874, the Midland following with its Whitecross depot on 1 January 1878.{{sfnp|Jackson|1986|pp=333, 365–367}} }} Trains were electrically hauled with a maximum length of 14 wagons and restricted to {{convert|250|LT|t|0}} inwards and {{convert|225|LT|t|0}} on the return. In 1910, the depot handled {{convert|11400|LT|t|-2}}, which rose to {{convert|25100|LT|t|-2}} in 1915.{{sfnp|Jackson|1986|pp=366–367}} 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.{{sfnp|Jackson|1986|p=367}}
-Coal for the steam locomotives, the power station at [[Neasden]] and local gasworks were brought in via Quainton Road.{{sfnp|Edwards|Pigram|1988|pp=9, 58}}{{sfnp|Jackson|1986|pp=369–370}} 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.{{sfnp|Jackson|1986|pp=369–370}} Initially private contractors were used for road delivery, but from 1919 the Met employed its own hauliers.{{sfnp|Horne|2003|p=49}} In 1932, before it became part of [[London Underground]], the company owned 544 goods vehicles and carried {{convert|162764|LT|t}} of coal, {{convert|2478212|LT|t}} of materials and {{convert|1015501|LT|t}} tons of goods.{{sfnp|Edwards|Pigram|1988|p=58}}
+Coal for the steam locomotives, the power station at [[Neasden]] and local gasworks were brought in via Quainton Road.{{sfnp|Edwards|Pigram|1988|pp=9, 58}}{{sfnp|Jackson|1986|pp=369–370}} 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.{{sfnp|Jackson|1986|pp=369–370}} Initially private contractors were used for road delivery, but from 1919 the Met employed its own hauliers.{{sfnp|Horne|2003|p=49}} In 1932, before it became part of [[London Underground]], the company owned 544 goods vehicles and carried {{convert|162764|LT|t}} of coal, {{convert|2478212|LT|t}} of materials and {{convert|1015501|LT|t}} of goods.{{sfnp|Edwards|Pigram|1988|p=58}}
 ==Rolling stock==

imported>Liz: Removing link(s) to "Metropolitan Railway Country Estates": Removing links to deleted page Metropolitan Railway Country Estates.

2025-06-20T00:44:36Z

Removing link(s) to "Metropolitan Railway Country Estates": Removing links to deleted page Metropolitan Railway Country Estates.

← Previous revision		Revision as of 00:44, 20 June 2025
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	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.{{efn\|The [[Lands Clauses Consolidation Act 1845]] ([[8 & 9 Vict.]] c. 18) required railways to sell off surplus lands within ten years of the time given for completion of the work in the line's enabling act.{{sfnp\|Jackson\|1986\|p=134}} }} Initially, the surplus land was managed by the Land Committee, made up of Met directors.{{sfnp\|Jackson\|1986\|pp=134, 137}} In the 1880s, at the same time as the railway was extending beyond Swiss Cottage and building the workers' estate at Neasden,{{sfnp\|Jackson\|1986\|pp=82–83}} 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.{{sfnp\|Jackson\|1986\|pp=140–142}}{{efn\|As at Neasden, Cecil Park<ref>{{cite news \|url=https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-url=https://ghostarchive.org/archive/20220112/https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-date=12 January 2022 \|url-access=subscription \|url-status=live\|title=Suburbia that inspired Sir John Betjeman to get heritage protection\|work=[[The Daily Telegraph\|The Telegraph]]\|date=15 July 2009\|author=Adams, Stephen \|access-date= 19 May 2012}}{{cbignore}}</ref> and Willesden<ref>{{cite web \|url=http://www.brent.gov.uk/tps.nsf/Conservation%20area%20pages/LBB-349\|title=Willesden Green Conservation Area\|work=[[Brent Council]]\|date=19 September 2010 \|access-date= 19 May 2012}}</ref> have both been declared [[Conservation Area (United Kingdom)\|conservation areas]]. }}		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.{{efn\|The [[Lands Clauses Consolidation Act 1845]] ([[8 & 9 Vict.]] c. 18) required railways to sell off surplus lands within ten years of the time given for completion of the work in the line's enabling act.{{sfnp\|Jackson\|1986\|p=134}} }} Initially, the surplus land was managed by the Land Committee, made up of Met directors.{{sfnp\|Jackson\|1986\|pp=134, 137}} In the 1880s, at the same time as the railway was extending beyond Swiss Cottage and building the workers' estate at Neasden,{{sfnp\|Jackson\|1986\|pp=82–83}} 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.{{sfnp\|Jackson\|1986\|pp=140–142}}{{efn\|As at Neasden, Cecil Park<ref>{{cite news \|url=https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-url=https://ghostarchive.org/archive/20220112/https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-date=12 January 2022 \|url-access=subscription \|url-status=live\|title=Suburbia that inspired Sir John Betjeman to get heritage protection\|work=[[The Daily Telegraph\|The Telegraph]]\|date=15 July 2009\|author=Adams, Stephen \|access-date= 19 May 2012}}{{cbignore}}</ref> and Willesden<ref>{{cite web \|url=http://www.brent.gov.uk/tps.nsf/Conservation%20area%20pages/LBB-349\|title=Willesden Green Conservation Area\|work=[[Brent Council]]\|date=19 September 2010 \|access-date= 19 May 2012}}</ref> have both been declared [[Conservation Area (United Kingdom)\|conservation areas]]. }}

	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.{{sfnp\|Jackson\|1986\|p=240}} World War I delayed these plans and it was 1919, with expectation of a housing boom,{{sfnp\|Green\|1987\|p=43}} before ~~[[Metropolitan Railway Country Estates\|~~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.{{sfnp\|Jackson\|1986\|pp=241–242}} MRCE developed estates at [[Kingsbury, London\|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]].{{sfnp\|Green\|1987\|p=43}}{{sfnp\|Jackson\|1986\|pp=241–242}}		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.{{sfnp\|Jackson\|1986\|p=240}} World War I delayed these plans and it was 1919, with expectation of a housing boom,{{sfnp\|Green\|1987\|p=43}} 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.{{sfnp\|Jackson\|1986\|pp=241–242}} MRCE developed estates at [[Kingsbury, London\|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]].{{sfnp\|Green\|1987\|p=43}}{{sfnp\|Jackson\|1986\|pp=241–242}}

	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 1[[£sd\|d]]. This promoted the land served by the Met for the walker, visitor and later the house-hunter.{{sfnp\|Jackson\|1986\|p=240}} 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"''.{{sfnp\|Rowley\|2006\|pp=206, 207}} The dream promoted was of a modern home in beautiful countryside with a fast railway service to central London.{{sfnp\|Green\|2004\|loc=introduction}}		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 1[[£sd\|d]]. This promoted the land served by the Met for the walker, visitor and later the house-hunter.{{sfnp\|Jackson\|1986\|p=240}} 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"''.{{sfnp\|Rowley\|2006\|pp=206, 207}} The dream promoted was of a modern home in beautiful countryside with a fast railway service to central London.{{sfnp\|Green\|2004\|loc=introduction}}

imported>GreenC bot: Rescued 1 archive link. Wayback Medic 2.5 per WP:URLREQ#rhrp.org.uk

2025-05-27T04:53:47Z

Rescued 1 archive link. Wayback Medic 2.5 per WP:URLREQ#rhrp.org.uk

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← Previous revision		Revision as of 00:44, 20 June 2025
Line 659:		Line 659:
	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.{{efn\|The [[Lands Clauses Consolidation Act 1845]] ([[8 & 9 Vict.]] c. 18) required railways to sell off surplus lands within ten years of the time given for completion of the work in the line's enabling act.{{sfnp\|Jackson\|1986\|p=134}} }} Initially, the surplus land was managed by the Land Committee, made up of Met directors.{{sfnp\|Jackson\|1986\|pp=134, 137}} In the 1880s, at the same time as the railway was extending beyond Swiss Cottage and building the workers' estate at Neasden,{{sfnp\|Jackson\|1986\|pp=82–83}} 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.{{sfnp\|Jackson\|1986\|pp=140–142}}{{efn\|As at Neasden, Cecil Park<ref>{{cite news \|url=https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-url=https://ghostarchive.org/archive/20220112/https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-date=12 January 2022 \|url-access=subscription \|url-status=live\|title=Suburbia that inspired Sir John Betjeman to get heritage protection\|work=[[The Daily Telegraph\|The Telegraph]]\|date=15 July 2009\|author=Adams, Stephen \|access-date= 19 May 2012}}{{cbignore}}</ref> and Willesden<ref>{{cite web \|url=http://www.brent.gov.uk/tps.nsf/Conservation%20area%20pages/LBB-349\|title=Willesden Green Conservation Area\|work=[[Brent Council]]\|date=19 September 2010 \|access-date= 19 May 2012}}</ref> have both been declared [[Conservation Area (United Kingdom)\|conservation areas]]. }}		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.{{efn\|The [[Lands Clauses Consolidation Act 1845]] ([[8 & 9 Vict.]] c. 18) required railways to sell off surplus lands within ten years of the time given for completion of the work in the line's enabling act.{{sfnp\|Jackson\|1986\|p=134}} }} Initially, the surplus land was managed by the Land Committee, made up of Met directors.{{sfnp\|Jackson\|1986\|pp=134, 137}} In the 1880s, at the same time as the railway was extending beyond Swiss Cottage and building the workers' estate at Neasden,{{sfnp\|Jackson\|1986\|pp=82–83}} 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.{{sfnp\|Jackson\|1986\|pp=140–142}}{{efn\|As at Neasden, Cecil Park<ref>{{cite news \|url=https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-url=https://ghostarchive.org/archive/20220112/https://www.telegraph.co.uk/culture/culturenews/5829326/Suburbia-that-inspired-Sir-John-Betjeman-to-get-heritage-protection.html \|archive-date=12 January 2022 \|url-access=subscription \|url-status=live\|title=Suburbia that inspired Sir John Betjeman to get heritage protection\|work=[[The Daily Telegraph\|The Telegraph]]\|date=15 July 2009\|author=Adams, Stephen \|access-date= 19 May 2012}}{{cbignore}}</ref> and Willesden<ref>{{cite web \|url=http://www.brent.gov.uk/tps.nsf/Conservation%20area%20pages/LBB-349\|title=Willesden Green Conservation Area\|work=[[Brent Council]]\|date=19 September 2010 \|access-date= 19 May 2012}}</ref> have both been declared [[Conservation Area (United Kingdom)\|conservation areas]]. }}

	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.{{sfnp\|Jackson\|1986\|p=240}} World War I delayed these plans and it was 1919, with expectation of a housing boom,{{sfnp\|Green\|1987\|p=43}} before ~~[[Metropolitan Railway Country Estates\|~~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.{{sfnp\|Jackson\|1986\|pp=241–242}} MRCE developed estates at [[Kingsbury, London\|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]].{{sfnp\|Green\|1987\|p=43}}{{sfnp\|Jackson\|1986\|pp=241–242}}		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.{{sfnp\|Jackson\|1986\|p=240}} World War I delayed these plans and it was 1919, with expectation of a housing boom,{{sfnp\|Green\|1987\|p=43}} 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.{{sfnp\|Jackson\|1986\|pp=241–242}} MRCE developed estates at [[Kingsbury, London\|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]].{{sfnp\|Green\|1987\|p=43}}{{sfnp\|Jackson\|1986\|pp=241–242}}

	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 1[[£sd\|d]]. This promoted the land served by the Met for the walker, visitor and later the house-hunter.{{sfnp\|Jackson\|1986\|p=240}} 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"''.{{sfnp\|Rowley\|2006\|pp=206, 207}} The dream promoted was of a modern home in beautiful countryside with a fast railway service to central London.{{sfnp\|Green\|2004\|loc=introduction}}		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 1[[£sd\|d]]. This promoted the land served by the Met for the walker, visitor and later the house-hunter.{{sfnp\|Jackson\|1986\|p=240}} 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"''.{{sfnp\|Rowley\|2006\|pp=206, 207}} The dream promoted was of a modern home in beautiful countryside with a fast railway service to central London.{{sfnp\|Green\|2004\|loc=introduction}}