Sub-surface station The station was opened on 24 December 1868 by the Metropolitan Railway (MR, later the
Metropolitan line) and the District Railway (DR, later the District line). The MR had previously opened an extension from
Paddington (Praed Street) (now Paddington) to Gloucester Road on 1 October 1868 and opened tracks to South Kensington to connect to the DR when the DR opened the first section of its line to
Westminster. The original South Kensington station, designed by the MR's engineer
John Fowler, had two platforms although it was intended that this would be supplemented as DR services extended. On 1 August 1870, the DR opened additional tracks between Gloucester Road and South Kensington. On 10 July 1871, the DR opened its own facilities at South Kensington. The enlarged station had two through platforms for each company and a
bay platform for terminating MR trains from the west. The junction between the two companies' tracks was also moved from the west side of the station to the east side. 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 Kensington (Olympia)). From that date the
Outer Circle service began running over the DR's tracks. The service was run by the
North London Railway (NLR) from its terminus at
Broad Street (now demolished) in the
City of London via the
North London Line to
Willesden Junction, then the West London Line to Addison Road and the DR to
Mansion House – at that time the eastern terminus of the DR. From 1 August 1872, the
Middle Circle service also began operations through South Kensington, 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 H&CR and the DR. On 4 May 1885, the District Railway opened
South Kensington Subway,
a pedestrian subway (a tiled tunnel), running from the station beneath the length of Exhibition Road, giving sheltered access to the newly built museums for a toll of 1
penny. The subway was originally intended to go as far as the Royal Albert Hall, but the construction of the Imperial Institute meant the tunnel emerged at the Science Museum where it exits onto Exhibition Road. Although it had cost £42,614 to construct (approximately £ today), it was closed on 10 November 1886 and afterwards was opened only occasionally for special museum events. Originally only opened during exhibitions in South Kensington, it was opened to the public free of charge in 1908. The subway is Grade II listed. In 1890, the South Kensington and Paddington Subway (SK&PS), a proposed
cut-and-cover railway planned to run from South Kensington to
Paddington station, offered to purchase the under-used pedestrian subway for use as the first section of its tunnel. At wide and high the subway could have accommodated two tracks without difficulty, but the SK&PS's controversial plan to excavate a trench across
Hyde Park was opposed and the railway withdrew its
private bill from Parliament in March 1891. The DR continued to open the subway intermittently and charged a toll until 1908, when it was opened permanently for free. On 30 June 1900, the Middle Circle service was withdrawn between Earl's Court and Mansion House, and, on 31 December 1908, the Outer Circle service was also shortened to terminate at Earl's Court. In 1907, the station reopened to designs by
George Campbell Sherrin, including a new art deco entrance with an arcade and a new ticket hall, with canopies added to the platforms replacing the two trainsheds erected in 1868 and 1871. In 1949, the Metropolitan line-operated Inner Circle route was given its own identity on the
tube map as the Circle line. In June 1957, the reversing bay track was taken out of use and the track bed was later filled to connect the two island platforms. The eastbound MR platform (Number 1) and westbound DR platform (Number 4) were taken out of use in January 1966 and March 1969 respectively. The tracks for these platforms were also removed and platform 4 was subsequently demolished in the early 1970s to allow escalators to be provided to the Piccadilly line. The widened island platform is now served by the District and Circle lines in both directions. Following the closure of platforms 1 and 4, platform 3 was renumbered as 1. The current arrangement has trains running in opposite directions to the original layout. During service disruption or engineering works, trains can also run Eastbound from Platform 1. The arcaded station entrance and shops, the brick retaining walls to the sub-surface platforms and the
Exhibition Road pedestrian tunnel are
Grade II listed structures. Over the decades, there were also a number of aborted attempts to build above the station with hotels, offices and a shopping mall proposed at times. None were built.
Deep-level station 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 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 to
Piccadilly Circus. The route was modified to join the DR deep-level route at 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. The platforms are placed eastbound above westbound and were originally served by
lifts from street level stopping at both platform levels. Eastbound GNP&BR trains and DR trains would have shared the same platform with the two routes separating at a junction immediately to the east of the station. Westbound trains would have had separate platforms at the lower level with the routes merging at a junction west of the station. Although construction of the section of the DR tube route east of South Kensington had been postponed, a partial, long, section of the westbound DR platform was built along with the two for GNP&BR use. Though closed-off from the rest of the station, it was linked to the lift lobby and was tiled to match the other platforms. Enlarged tunnel sections for the junctions were constructed with the original running tunnels and remain visible from passing trains. A new surface building on Pelham Street for the lifts was designed by
Leslie Green with the GNP&BR's distinctive ox-blood red glazed
terracotta façade. The unused westbound tunnel was used during
World War I to store art from the Victoria & Albert Museum and china from
Buckingham Palace and, from 1927 to 1939, was used as a signalling school. During
World War II it contained equipment to detect bombs falling in the
River Thames which might require the emergency floodgates on the under-river tunnels to be closed. In the early 1970s the lifts to the Piccadilly line platforms were replaced by escalators, with one pair being provided between the ticket hall and a new intermediate level, where it met a linking passageway to the Circle and District line platforms, and three being provided from there to a lower concourse between the levels of the two Piccadilly line platforms. Stairs up and down from the lower concourse connect to the platforms. The stairs and passage to the westbound platform are located in the disused DR westbound platform tunnel. With the introduction of escalators, the GNP&BR station building was taken out of use. In February 2021, access to the Piccadilly line was closed in order to replace the escalators. The work was completed by June 2022. ==Property development and station upgrade==