 Despite the huge population growth in southern Buckinghamshire caused by the railway , Chesham remained relatively unaffected by development . Although there was extensive development in Chesham Bois , roughly halfway between Chesham and Amersham , between 1889 and 1925 the population of Chesham itself grew by less than 2 @,@ 000 , and between 1925 and 1935 — the peak of the Metro @-@ land boom — by only 225 . Between 1921 and 1928 the season ticket revenue from Amersham and Chalfont & Latimer stations rose by 134 % ; that from Chesham by only 6 @.@ 7 % . Although the MR owned large tracts of land around Chesham , bought in anticipation of a revival of the LNWR connection scheme , Selbie chose not to build a housing estate on the site , instead selling much of it to the local council . By this time , service on the Chesham branch was of a relatively poor quality . Improvements to the central London section and the prioritisation of the Aylesbury line had led to ageing surplus stock often being used on the Chesham branch , and the partial electrification caused delays at Harrow ( and later Rickmansworth ) as steam locomotives were coupled and uncoupled . As the branch was mainly operated as a shuttle service passengers to and from Chesham were obliged to wait at Chalfont & Latimer station . This had been built to serve a lightly populated area , but the Metro @-@ land development had caused a much larger number of users than it had been designed for , and it had few waiting facilities , poor lighting , inadequate shelter , and dirty toilets . As Amersham grew , more and more of the trains which had previously run direct from London to Chesham instead ran to Amersham , causing further crowding as passengers waited for the shuttle service at Chalfont & Latimer . Improving road transport caused an increasing number of commuters to abandon the Chesham line , which in turn prompted the MR to further reduce passenger services . 
