NUMBER 292 APRIL 1986

THE TIMETABLE

Friday 11 April Talk, 'The Breakdown Organisation*. 19.00 for 19.15 in the Conference Room, Baden-Powell House< Saturday 12 April Society Video Film Show. l8,00 in the Lecture Theatre, , . Wednesday 30 April Library Evening, 18,00. Ilie Society's Library open for inspection at 62 Beauval Road, Dulwich, London, SE22 8UQ. . Friday 9 May Talk, »The 1986 Prototype Tube Stock', by Dr.R.¥.Aylweird, Project Engineer, Central Line, London Underground Ltd. 19.00 for 19o15 in the Conference Room, Baden-Powell House. Tuesday 20 to Tuesday 27 May LURS/LRTA Joint visit to East and West Berlin. FULLY BOOKED. Monday 2 June . Library Evening, l8,00. The Society's Library open for '| inspection. Other details as for 30 April. j, Friday 13 June ! I Talk, 'Metro Track Systems', by Mr,C.F.Bonnett, Director of Civil Engineering, London Underground Ltd. 19,00 for 19ol3 in the Conference Room, Baden-Powell House. Sunday 6 July The Society's Library open for inspection at 62 Beauval Road, London, SE22 8UQ. Times on this occasion only; 15.00 to 21,00.

PLEASE NOTE: Revised Editorial Address with immediate • - "" effect. See also announcement on page 52 •of this IssTue.

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UNDFR-GRQUNn MEWS )S PUC. ' ' "-• '^l^.T'V; C04!RESPOfC•E^4Ct" SiiOULD 'J. ' . )i - . , /i., ..-rtc l..oiL-. MEMBERS Ai-E .^KEO: TO tNCuXE '~- ' • \'J, > W \'-^ H'^xMiKiJ. LONDON TRANSPORT tWDERGROUHD TIMETABLES At about this time, the Underground was suffer• ing from a severe staff shortage and a number of by temporary tlntetables were introduced during this Bxlan Hardy period. Based on the full timetable, they were prefixed 'B', «C" or »D' according to the per• Part I centage raduction, including peaks as well as off-peaks. The Central Lice WTT No.35 - 5.10.1974 (SO) 39 291 Continufed from page of UN Reduction of Saturday service to 26 trains - the 'peaks* on Saturdays can now be considered as WTT Ko,32 - 26.1.1970 properly dead - and buried I Reduction of trains required on Saturdays from Service between O9.OO axid 19.OO at 15/5-»inut6 48 to 46. Korniag peak (what remains of it) con• pattern, with Hainault-Woodford 30 and Epping- tinues, but the 10/5/3^ pattern continues at Ongar 45. Before O9.OO and evening reduced to midday Into the aT-temooti, Saturday evening 20/6-|—7 pattern, Hainault-Woodford and Epping- 'peak' introtiuced with the eactension of Saturday Ongar each 4o, shopping hours. No change to west• ern branches (10 minutes), or central area (5^), WTT No.36 - 20.1.1975 (MF) but service extended beyond Livearpool Street so that eastern branches are increased to 6-J-7 min• Restoration of peak services as Ik WTT No.A34, utes Hainault and Oebden, 6^-13 Epping, 13-20 but slight adjustments to services. Stock maxi• Hainault-Woodford and 20 Epplng-Ongar. The 15/5- mum unchanged at 75 trains. minute pattern to operate from about 18.30 (in• WTT No.37 - 2.3.1975 (Sun) cluding 15 Btiimtea Hainault-Woodf ord) . No major changes. Sunday service Hainault-Woodford reduced to one WTT No.39 - 31.5.1975 (SO) train at 50-fflinttte intervals all day. Increase in Saturday sei-vice to 35 trains, but wrr No.33 - 5.10.1970 only between 12.OO and 18.OO. Intervals as Reduction of trains in service MF from 77 to 75 follows: with minor adjostments to peak services. Withdrawal of remaining school party train. 08.00 10.00 12.00 Before to to to The proposal to reduce the Epplng-Ongar branch 08.00 10.00 12.00 18.00 Evenit to one train throughout on Saturdays changed at the last minute, with the second train in ser• West Huislip 224 20 15 12 20 vice morning and evening peaks. Ealing Broadway 22I 20 15 12 20 White City- ) 4 Revision to Saturday services and reduction of Liverpool St ) 7i 61-7 5 6^-7 trains In service from 46 to 40. Although in• Leytonstone 7i 6^-7 5-10 6 6|-7 creased services for shopping traffic, the Sat• Hai nault 15 20 15 12 20 urday 'peak' in the traditional sense is as good Eppl3Sg 15 20 15 12 20 as finished. Saturday service intervals eta Ongar 45 40 45 36 40 follows: Hainault- ) 10.00 45 40 30 24 40 Woodford ) Morning to Evening 16.50 Peak Evening Peak WTT No.40 - 27.10.1975 (MF) West Rulslip 12 12 12 15 Hainault-Woodford service reduced in peaks from 12 Baling Broadway 12 12 15 4 trains (at 7-10 minute internals) to 5 trains White City - ) 4 4 4 5 (at 8-12 minute intervals). Liverpool St ) Leytonstone 4 6 4 5 Improvements to midday off-paak and evening Kalnault 8 12 8 15 services. The midday period sees the branches Cebden 8 12 8 15 increased to 10 minutes. White City-Liverpool Epplng 8-16 12 8-16 15 Street fractionally reduced to 3^ (20 to 18 Ongar 20 36 20 45 trains per haxtr) until 12.00, then increased be• tween Marble Arch and Liverpool Street to 2^- Kainault- ) 16 24 16 30 • alnutes (24 trains per hour). Epping-Ongar 40j Woodford ) Hainault^^oodford 20. 15 Note * Evening interval previously minutes. No Northolt reversers during evening peak, but Withdrawal of Eastern Region trains on Sundays limited number introduced inajediately after. {05.06 and 05.36 Epplng-Liverpool Street and Central area service increased to 3 minutes 06.20 Liverpool Street-Loughton) thus making the until 20.00 with eastern branch services corres• connection at Leyton redundant {an article on pondingly Increased. No Leytonstone reversers. the abolition of Leyton aignalbox can be fotmd Introduction of an empty Oueensway reverser for in UN 282, pages 66-69). rusty rail purposes MP evening. WTT HO.A34 - 7.5.1973 WTT No.4l - 1.11.1975 (SO) No change to maximum mjmber of trains, but dur• No chaifge to maximum stock In service, but ser• ation of peak services reduced. Only one train vices Improved to 15/7^ before 08.00, then 13/5 reverses at Northolt In evening peak. Withdrawal 08.00 to 10.00 and evenings. of 'Thursday Only' service. HTT No.42 - 18.10.1976 (MP) On Saturdays,.no evening 'peak' service on east• Epping-Ongar branch reduced to one train at all ern branches (I.e. 12/6/4-minute pattern con• times, but second retained at Loughton for tinues to operate) and Epping-Ongar branch re• changeover purposes. Increase in layovers fear duced to operate every 36 minutes (still two Hainault-Woodford service in peaks, extending trains at 20-minute intervals in morning peak). the Intervals with the three trains to 10-l4 Maximum stock on Satin-days reduced to 37 trains minutes. {morning), 35 for the main part of the day and 30 (evening). Withdrawal of Marble Arch reversers (from 12.00 • 44 tintil start of evening peak) and In consequence Peak services on the main line adjusted to pro• central area service every tnlnutes with 42 vide the maximum service where it is most need• trains in service Instead of 46. One late even• ed -i..e. westbound morning peak and eastbour.d in ing Marble Arch reverser Introduced for rusty evening peak (still at 2-minute intervals). In rail purposes. Queensway reverser withdrawn. the opposite direction (eastbound morning peak and weatbo-ond everj.ng peak) intervals widened to WTl- No.43 - 9.4.1979' (MP) 2^ minutes. Still no evening Northoit rei'ersers, Reversion to what seeius to be the old favourite, with five only in morning pefek. In each peak, in that midday off-peak pattern reverts to 12- every third train to Epplng brauch tn reverse mlnutesi branches, Howover, until 12.00, no in Woodford bay platform, with a consequential Marble Arch reverssrs and thus central area int• reduction east thereof. Introduction (again-see erval reduced to 4 minutes (15 trains per hour) WTT No.6 of 1949 I) of two traisis entering ser• with 35 traitia ir; service instead of 42. After vice from the Orange Hill and of Hainault dei'Ot 12.00, Marble Arcb local service introduced, and then via Hainault station (ampty between increasing trains in service to 39. Epplng-Ongar those two pointe). Although the maxirauin stock is service reduced to 48 minutes midday. 71x8 trains, not all are in service in the morning i>eak - the first stables at White City at No Northolt reversers during or just after the 08.42 before the last enters service from Hain• eveniJig peak, being confined to a few workings ault at 08.45. In the eveJiing, however, ail 71 isi the morning peak. are in service from 17.18 Rulslip to 17,23 Hainault J). Additional running time allowed for dead-end terminal stations (West Rulslip and Ealing MF and SO evening service reduced from 15/5 to Broadway). 20/6^-7, but at the came operating pattern-i.e. Evening off-jie&k to start at 18.45 instead of Epping-West Ruislip, Hatnault-Ealing, Leyton- 20.OO5, with the re-introduction of Leytonstone stone-White City - each service 20 minutes. reversers. SO evening 'busy' withdrawn, with the 15/5 min• WTT No.44 - 14.4.1979 (SO) ute pattern sufficing until the evening 20/6|-7 service starts at about 18.30. Service redv.ced between 12.00 and 18.00, to op• erate at 15/5-iainute pattern. However, service Sunday services to branches 20 minutes all day .tncreceed in central area in evening ' busy' to (40 Hainault-Woodford until 20.00). Central area % minutes and 8 minutes eastern branches, for intervals: 10 before 10.00, 6J-7 until 18.00 and homeward shopping traffic. Hainault-Woodford after 21.00. Between 18.00 and 21.00, service branch increased to 15 minutes afternoon and 16 improved to 5 minutes White City-Liverpool Minutes evening 'peak'. Maximum stock 30x8 Street and Liverpool Street-Leytoastone adjusted during day, increased to 34x8 late afiernoon. to 5-10 min-ates (still three trains e\'ery 20 minutes). yrrr Np.4^ - 15.4.1979 (Sun) No major alterations. WTT No.47 - 19.11.1984 VTT N0.46 - 6.12.1982 Service improvements are the main feature of this timetable, with one extra train in (service For some months prior to the introduction of during the peaks MF (72x8), and all 72 are this timetable, London Transport had been going actually 'on the road' for a greater period - through a particularly bad patch with it being OS.45 Hainault to O8.52 White City and 16,53 caught in the middle of the political battle Ruislip to 17-29 Heinault. To relieve the oper• between the GLC and the Government. Reduced peak ating pressure at White City, a number of trains timetables had been in operation for some time, are extended to Ealing Broad>jay or Northolt, reflecting the reduced numbers of passengers utilising the latter siding with 11 trains, using the Underground. After much previous between 07.52 and 10.38 and nine between 16.O2 hassle with the unions (which resulted in a and 19.02. At the east end of the line, Woodford ten-day strike in June 19S2), the new reduced reversers have been extended to Loughton, and schedules were introduced without fuss on 6 Dec• the 12-minute sequence is one each to Loxighton. ember 1982 on all lines except the Victoria. Debden and Epplng.,

This timetable reverts to including MF, SO and Improved layover times at West Huislip after the S-an all in one book, and introducing an old morwing peak until midday. After the evening Metropolitan practice of coloured pages (green peak, an improved service operates thi^ough the SO and yellow Sun) for weekend services. central area between 18.45 and 19.30. All train n

45 Conclusion 1939 20 Ealing, 10 Wood Lane-Liverpool Street throughout day. This., then, almost completes the first of ithat Is intended to be a aeries of articles. It is 1940 Early wartime Sunday start. Normal Sunday interesting to reflect on the Intensive services service all day (see main article). operated by the Central London when it was a 1941 Early wartime Sunday start. Normal Sunday short line, less than seven miles long, with un• service until 15-30, then 15 Ealing, 7I coupling and coupling taking place at every con• Marble Arch-Liverpool Street. ceivable opportunity. Then came the war causing much reduced service levels (akin to some of 1942 Early wartime Sunday start. Normal Sunday today's services l), followed by the post-war re• service until 15.30, then 15 Ealing, 7l vival with the early 1950's seeing the restor• Wood Lane-Liverpool Street. ation of timetables with frequencies that were 1944 Normal Sunday start, then as above. once taken for granted. The end of short train working then came, new rolling stock was intro• Note: From hereon, services start and finish as duced -but service levels were generally main• on Sundays, tinless stated otherwise. tained through the 196o'a, reductions usually 1945 30 Ealing, 15 Wood Lane-Liverpool Street being of a minor nature, except for the Saturday until 10.00, then 20/10 until 14.00, then peaks, which have as good as disappeared. 30/15. Moving into the 1980'», we saw that LT got 1946 24 Ealing, 12 Wood Lane-Stratford until caught in the sad political battles, with quite 10.00, 15/7I until 14.00, then 32/l6. big reductions ensuing. However, all is not doom and gloom, for the Underground ie now on a 1947 20 Greenford/Eallng and Newbury Park/Wood• 'high', winning bock passengers with its cheaper ford, 10 North Acton-Leytonstone until fares and flexible and Capitalcards. 10.00, 15/71 until 14.00, then 3O/15. 1 am sure we will never see again trains shutt• 1948 20 West Ruislip/Ealing and Loughton/Hain- ling every 7i minutes in the peaks between Hain• ault, 10 North Acton-Leytonstone until ault arid Woodford, nor 40 trains per hour in the 10,00, 15/7I until 14.00, then 30/15. midday period between Liverpool Street and Hainault-Woodford 20 until 10.00, 13 until Marble Arch. It is a sobering thought, though, 14.00 and 30 after l4.00. that the 3-car 40-traina-per-hour provided in 1949 As above, but Epping 40 before 10.00, 30 1937/58 (WTT No.86) offered less passenger for rest of day. accommodation than does the 8-car 20-tralns-per- hour service at midday today. 1951 Service after l4.00 reduced to 40/20, 40 Halnault-Woodford after l4,00, (Hainault- Have times really changed 7 The next 50 years Woodf ord shuttle between 10.OO and 14.00 will be Interesting too J still at 15 minute intervals, but trains in service reduced from three to two, with Appendix 1 reduction in layover times). Sample Running Times; 1953 As above, but Epping increased to 20 be• (Minutes) fore 10.00 WTT No.84 WTT No.6 1957 As above, but Epping-Ongar shuttle 40 be• Peak 0/Pk Peak 0/Pk fore 10.00 and after 34.OO, 60 between 10.00 and l4.00. White City*- 25 24| 25 25 Llverpool Street EB 1958 Main line as above, but no Hainault- Woodford or Epping-Ongar shuttles all day. Ley toixs tone- ?o 30 Marble Arch WB (a.m. ) - - 1959 As above, but Epping reduced to 40 before 10.00. Epping-Liverpool • - - 401 391 Street WB (a.m.) Summary of Intervals: West Ruislip- - - 361 36 10.00 Marble Arch EB (a.m. ) Before to After 10.00 14.00 14.00 WTT No. 19 WTT No,47 West Ruislip 20 155 40 Peak 0/Pk Peak O/Pk Ealing Broadway 20 15 40 North Acton- ) White City- 10 20 26 25 27 25 Leytonstone ) 71 Liverpool Street EB Hainault 20 15 40 Leytonstone- Debden 20 15 40 30 29 31 29 Marble Arch WB (a.m. ) Epping 40 30 40 Epping-Liverpool 1963 24 West Ruislip/Ealing and Hainault/ 40| 381 39 38 Street WB (a.m.) Epping, 12 North Acton-Leytonstone uiitil 09.00, then 20/10 until l4.00, then 40/20. West Rulsllp- 36 351 361 551 Marble Arch EB (a.m. ) 1964 24/12 until 13.30, then 40/2O. 1965 24/12 until 14,00, then 40/20 West Ruislip- Note * Wood Lane in WTT No.84 Hainault, White City-Loughton - i,e, no Ealing or Epping service after 14.00. Appendix 2 1966 Start about c08.t5, 15/30 White City- Central Line Services on Christmas Day Loughton/Halnault until l4.00, then 20 to Note: Years omitted indicate no change from pre• Leytonstone, 40 to Hainault. vious Christmas Day service. Services 1968 As above until 14.00, then 20 White City- start and finish at approximate Sunday Leytonstone only. times unless stated otherwise. 1973 20/40 White City-Loughton/Hainault until 1934 15 Ealing, 5 Wood Lane-Liverpool Street 14.00, then 30 between Wliite City and throughout day. Leytonstone.

46 APPENDIX 3 : MAXIMUM TRAINS IN SERVICE-CENTRAL (main) LINE 1933-1984 MF&SO

a4 i6 n it n *t 4Z 46 47 4f 5i Si « ^4 56 ^7 f8 l» 41 62 69

The following morning, 24 January, saw a small enthusiastic group board the O6.18 from Gare du Nord on R.E.R. line B to a frosty St.Remy les Chevreuse to travel on one of the few re• maining Z stock workings, now confined to carrying passengers In the peak flow (to Paris in the morning, from Paris in the evening), PHOTO STOfS apart from short workings to and from Denfert. ONOERtlWEB The normally sleepy town of St.Remy was alive with commuters, with many local buses arriving and feeding into the train service. The bitter cold was soon forgotten as the group caught This tour was far superior to the previous year's, the 07.48 semi-fast working to Gare du Nord - for there were much longer non-stop runs, providing the non-stop sections producing much under- more 'music', and the photo-stops seemed better floor music S The evening peak Z stock work• chosen. Departtire from Porte de Charenton was at ings wei-e also sampled, the time in between 00.03 and after a dubious start with the circuit being taken to observe the new extensions of breakers opening on overload almost immediately the Metro that were opened in 1985. These with a loud bang with the resultant clouds of comprised line 7 south from Le Kremlin Bicetre smoke, we preceded south to Creteil, from where the to Villejuif - three new tunnel stations built last train to Balard was followed. It would be in• to the cut and cover method, and line 5 with appropriate to go into deep detail of the tour, but its northern extension from Pantin to Bobigny. the highlights are given in the notes that follow. Here, two new tunnel stations have been built. The first was the transfer between lines 8 and 13

48 at Invalldes, weaving In and out of stabled MF77 rolled down into position on large wooden trains in the Invalides loop. rollers, then jacked up and brick piers built Transferring from line 13 to 6, lines 12 and k underneath. Two of the coaches were us&d as Officers' quarters, five or six as offices for had to be traversed, Montparnasse Sienvenue the Army and civilian clerks, one was a canteen was passed twice in the space of six minutes, for the civilian staff, two were sleeping quar• albeit on two different lines I ters for some of the RAOC working in the depot, The connection between lines 1 and 5 was inclu• while the rest were used for storage. Further ded. This was originally a passenger-carrying exploration of the same site In the 1950's re• line between July and December 1906, until line vealed the whole site to be cleared - not a thing 5 was extended northwards, since when it has left to denote there had been an Army depot. been a stock transfer loop and one of several rolling stock instruction centres. Another Metropolitan coach was known to be park• ed during the war (cl942-44) in the Civil Def• The longest stop of all was for half an hour at ence area of Crystal Palace park, near the Penge the new line 7 terminus of Vlllejulf (Louis entrance, on a short piece of track laid for the Aragon). The station cleaning staff were sur• purpose. This was in or alongside the ptrk road• prised, to say the least, to have a train arrive way that leads from Penge entrance through an at 03.50 and disgorge some 200 people onto their avenue of trees to the lower lake. Its use nicely cleaned platform - and then partaking in cannot be recalled, but may have been for train• champagne, provided by the organisers, COPEF I ing civil defence personnel in rescuing people from bombed trains. It was painted grey all over Photo stops included Creteil Uulversite, Filles (probably on site). du Calvaire and Latour Maubo»u~g (line 8), Invalides, Lisge (where a photo run-in was If anyone can help with supplying numbers for promptly executed), Gabriel Peri and Varenne 20 or so Warminster cars, the one at Crystal (line 13), Passy (6), Louvre, Hotel de Vllle and Palace, or any others at any location, your Gare ae Lyon (l), Ville juif (7) Bobigny- writer would be pleased to receive details. Pablo Picasso (5). Arrival back at Gare du Nord Please write to: (Instruction Centre - disused platforms) was at B.R.Hardy, 'Heidi', 13 Castleton Road, 05.33. Eastcotc, Ruislip, Middlesex, A tired and exhausted group, having had break• HA4 9QQ. fast, then made for the 07.55 dejiarture back to Thanks are expressed to Mr.L.Hanson of North• London (via Calais and Dover), several of whom ampton and Mr.J.H.Price of Peterborough, for had few recollections of the French part of the contributing to the above notes. journey, apart from being woken for the ticket check i Returning to the cars sent to Liverpool, it The Society expresses its thanks to Overseas is believed that these trains never carried Visits Organiser, John Thomason, for bis effic• passengers - only working occasional crew ient organisation of the trip and arranging good familiarisation trips. The trains were stored accommodation. at Hoylake and near Birkenhead North. The plan to use Metropolitan stock in Liverpool was only one of a mimber of suggestions made at the time. Others Included using LMS electric stock from METROPOLITAN SALOON STOCK the London area (not taken up as it was unsuit• able for too much tunnel work), and using SOLD FOR FURTHER SERVICE stored Pre-1938 Tube Stock (also unsuitable because of the difference in car floor height). by If LMS stock had been sent to Liverpool, then Brian Hardy some tube stock could hove worked between Euston and Watford. Ah -what might have been! The fortunate and recent interesting 'discovery' of two ex-Metropolitan electric saloon stock coaches almost simultaneously (Illustrated on Notes on Stock Disposals Overleaf; page 21 of UK 290 - February 1986) leads one to look at what information exists on such vehicles, (1) First numbered E5 on 13.12.41, as many years ago some snippets appeared in the (2) railway press. A very interesting and inform• Metropolitan vehicle, later transferred to HniarBersmlth & City Line. ative article was published in 'Railway Maga• zine" in April 1967 ('The Mersey Beat', by (3) Became 1/5 CT No,6 in 1912. J.G.Bruce) and told the story of the Metropol• (4) Became 1/3. CT No.3 in I912. itan stock loaned to the Mersey Railway from 19%1/42. However, detailed information about (5) Became 1/3 CT No,2 in 1912. other uses of the stock seems to be scarce. The (6) Converted to double-ended compartment list on the next page gives the known (to your motor in 191O. writer) disposals of Metropolitan electric stock for wartime use. (7) Became 1/3 CT No.4 In 1912. Numerous other disposals occurred between the (8) Driving motor car converted to 3T No.194 dates listed overleaf. Did these cars go direct in 1929. for scrap, or were THEY sold for further ser• (9) 1898 Ashbury compartment stock trailer. vice too 7 Converted to electric stock in It is known that about 20 cars made their way to 1921. the Warminster RAOC sub-depot, which was opened (10) probably after the retreat from Dunkirk, to re- Driving motor car converted to 3T No.203 1931. equip troops in the Salisbury Plain area. It was in a clothing depot and consisted of six large (11) First LT number 6594 - because 9480 in Nlssen store sheds, plus the Metropolitan cars January 1935. in a field alongside the railway and Warminster cattle market. It is believed that the cars were (12) Control trailer without equipment in cab. brought along the line which ran along the top (15) Metropolitan vehicle, later transferred to of the field, jacked up off the wheels and Hammersmith & City Line.

49 STOCK TRANSFERRED TO MERSEY RAILWAY

Birkenliead North to H.& C. Met. LT Chesterfield No. No. Type No. Mersey No. for scrap Notes

71 1905 DM 2200 E3 29.11.41 21. 2.46 (2) 79 1907 DM 2207 E7 17. 1 .42 5.9.45 (2) 20 145 1906 DM 2227 E4 6.12.41 21. 2.46 21 146 1906 DM 2228 B8 3. 1 .42 3. 9 .45 23 148 1906 DM 2230 E2 22.11-41 24. 9 .45 26 151 1906 DM 2233 El 1.11,41 24. 9 .45 32 157 1906 DM 2239 E5 10. 1 .42 22.11,45 72 1905 DM 2537 E6 3. 1 .42 22.11.45 (1/2) ho 50 1906 1/5T 9220 Eia 17. 1 »42 3. 9 .45 2 12 1906 1/3T 9222 E16 3. 1 .42 22.11.45 k 14 1906 1/3T 9224 E13 29.11.41 21. 2.46 8 18 1906 1/3T 9228 Ell 8.11.41 24. 9.45 11 21 1906 1/3T 9231 EI5 20.12.41 22.11.45 21 31 1906 1/3T 9241 E14 13.12.41 21. 2.46 35 45 1906 1/3T 9255 EI7 4. 2.42 3. 9 .45 39 49 1906 1/5T 9259 E12 17. 1 .42 24, 9.45 76 1906 ICT 6203 E22 15.11.41 24. 9 .45 (2) 73 1906 IT 6211 E25 20.12.41 22.11.45 (2/3) ik 133 1906 3CT 623S E21 8.11.41 24. 9 .45 17 136 1906 5CT 6241 E24 15.12.41 21. 2.46 30 149 1906 3CT 6254 E23 24. 1 .42 3. 9 .45 31 150 1906 3CT 6255 E23 22.11.41 21. 2.46 35 154 1906 3CT 6259 E27 31. 1 .42 3. 9 .45 50 1905 ICT 6582 £26 10. 1 ,42 22.11.45 (2/4)

OTHER DISPOSALS

H.fc C. Met. LT Disposal No. No. Type Notes No. Date To

1 1904 ICT 6500 16.10.40 To Admiralty as Officers Quarters _ 5 1904 ICT 6502 21.10.40 To Admiralty ae Officers Quarters 33 1905 ICT (5) 6581 21.10.40 To Admiralty as Officers Quarters - 31 1905 ICT 6525 30. 8.41 To Home Guard, Acton. Scrapped July 1946. 15 1904 3T 9497 30. 8.41 To Home Guard. Scrapped July 1946 55 1905 5T 9522 30. 8.41 To Home Guard, Scrapped July 1946 _ 7 1904 3T 9489 11. 9-4l To Home Guard, Hillingdon. Scrapped July 1946. 6 131 1906 DM 2215 1. 9 .42 Tank Target Unit 35 160 1906 DM 2242 1. 9 .42 Tank Target Unit 75 1905 m 2538 1. 9 .42 Tank Target Unit _ 46 1905 DM (6) 2769 1. 9 .42 Tank Target Unit 28 153 1906 DM 2235 19.11.42 Tank Target Unit 39 164 1906 DM 2246 25.11.42 Tank Target Unit 80 1907 DM 2202 27. 1 .43 Tank Target Unit 1.4 139 1906 DM 2221 27. 1 .43 Tank Target Unit 18 i43 1906 DM 2225 27. 1 .43 Tank Target Unit 33 158 1906 DM 2240 27. 1 .43 Tank Target Unit 78 1912 ICT (12) 9410 10. 3 .43 To Shoeburynesa 44 1906 3CT (11) 9480 10. 3.43 To Shoeburyness 4 1904 3T 9486 10. 3 .43 To Shoeburyness 76 1906 3T 9538 10. 3 .43 To Shoeburyness 12 1904 ICT 6511 1. 5 .43 To Admiralty Newhaven as Personnel Car 71 1906 IT (7) 6583 1. 5 .43 To Admiralty Newhaven as Personnel Car 57 1905 3T 9524 17. 7.43 To Admiralty Weymouth (HMS Bee) 85 1912 5T 9540 17. 7.43 To Admiralty Weymouth (HMS Bee) 26 1905 DM (8) 9585 17. 7 .43 To Admiralty Weymouth (HMS Bee) 370 1898 2T (9) 9758 17. 7.43 To Admiralty Weymouth (HMS Bee) 43 1906 3CT (13) 6222 12.10.43 Ministry of Fuel: Sleeping car 020007 - Scrap 31.10 .53 10 1904 ICT 6509 12.10.43 Ministry of Fuel: Sleeping car 020004 - Scrap 15. 8 .60 13 1904 ICT 6517 12.10.43 Ministry of Fuel: Dining car 020009 - Scrap 29. 1 .55 20 1904 ICT 6519 12.10.43 Ministry of Fuel: Kitchen car O20006 - Scrap 16. 7 .60 21 1905 iCT 6520 12.10.45 Ministry of Fuels Kitchen car O2OOO8 - Scrap 16. 7 .60 32 1905 ICT 6526 12.10,43 Ministry of Fuel: Dining car 020010 - Scrap 29. 1 .55 10 1904 3T 9492 12.10.43 Ministry of Fuel: Sleeping car 020001 - Scrap 26. 3 .60 51 1905 3T 9513 12.10.43 Ministry of Fuel: Sleeping car 020005- Scrap 23. 4 .60 64 1905 3T 9529 12.10.43 Ministry of Fuel: Staff car O20OO5 - Scrap 31.10 .53 1 1904 DM (10) 9594 12.10.43 Ministry of Fuel: Sleeping car 020002- Scrap 23. 4 .60 - 4 1904 ICT 6503 24. 8.44 To Shoeburyness SOCIETY SECTION Mr.Garrie came, dealt with the media, answering Eebraary Baden-Povfell House Meeting enquiries, putting out press notices, dealing with film companies, painting trains (1), deal• The talk at the February 1986 meeting of the ing with authors of books, and so on. Public Society was on the role of the 'Press and Public Relations, on the other hand, looked after other Relations in the London Underground* by Mr.Nell matters to do with the public, such as local Garrie, Press and Public Relations Officer authorities. Members of Parliament, Pressure and (Underground). Campaign Groups and ordinary passengers. In the last couple of years there has been a change, Mr.Garria opened his address with an apology not only due to the introduction of London that, due to a cold he was labouring under some Regional Transport and subsidiary companies. Ihe difficulty and hoped that his throat would not changes started earlier when the bus and railway dry-up on him too soon. He also apologised for businesses wanted their own public relations the fact that the talk was not an illustrated arm. In those days any decisions on running one, these buainesaes was taken at Management meet• Mr.Garrie said that his father had tried to per• ings and the Press and Public Relations were not suade him to embark on a career in which he in attendance. This meant that they did not have would receive respect, but he had taken up none a clear indication of why certain decisions were of the suggeiBtiojis given, instead joining the taken, and any enquiries invariably meant that a London Transport Press Office, This was a ser• note had to be taken with a promise to ring back vice ia wJiich there was little or no respect. In with the information later. Now the function is fact, Press and Public Relations has a very bad split in a different way. The decision is now r.ame. In the field of respect Public Relations between bus and train rather than between press is not in the class of doctors or judges, but and general public. For a person in Mr.Garrie's down at the level of politicians and joiirnalists position this has m&ant dealing with a wider a in the view of the public. Whenever he inter• public, but on narrower subject (in his case views people for the service, he always asks the Underground). Although, by his own admiss• ion, not an offioer of 'high' rank, he is the thfeM if they are prepared to lie for the Organ• only officer in London Underground Ltd. to re• isation. He receives various responses, but the port directly to the Chairman and Managing purpose of the question is not so much to see if Director. This gives Mr.Garrie the ability to they would lie, but to determine what they speak with authority on behalf of Dr.Ridley. appears really bslieve. It the impression of This was not tha case in the days of the Press many people is that Press and Public Relations Office when no such regular contact was avail• jiersonnel often lie, partly in loyalty to the able and when any press release had to be organisation. This, in fact, is not the case, cleared with a Senior Manager. Now, he has a partly for professional reasons and partly be• seat at the management and board meetings in cause sooner or later the lie will be found out. his own right, and can contribute to the dis• It would be of no use to say 'No, there are no cussions. Press and Public Relations write their cracks at Terainal 4' If there are and people own press releases unlike other organisations, know about it. This sort of thing does not do who have other people to write the releases 'for the Organisation any good, and is not their the Press Office to deliver. approach. Mr.Garrie said that he had started with the view Mr.Garble gave an example of the Improved method that Public Relations; was a reviled department, of Public Relations with tbe ban on smoking. eo much so that people had offered different This ban was initiated on safety grounds after names for it, such as 'Public Affairs', which the fire at Goodge Street. After discussions in appear-g to be the one in vogue just now. But Management in which he was involved, the ban was really. Public Relations is what it says -that implemented very quickly and ijroved to be very is the relationship between an organisation and successful. Certain groups, who normally refuse its public. It should be regarded as a good to recognise 'No Smoking' areas and notices, did thing. It is not something that is confined to not change their view, but the vast majority of himself and his colleagues, but is also in the the public did. bands of all those in London Transport at their places of work. One of the chief areas of public Mr.Garrie then gave an account of the day-to-day relations ifi complaints. In fact it is the com• activities of his staff. Their first and fore• plaints department. Complaints help to give an most subject is news. This is a commodity just idea of an organisation's performance, so com• like any other coasumable {for instance, eggs or plaints are alx»rays welcome. Individual complain• butter) but probably more perishable. Some news ts are always investigated. They are placed into is about things that just happen, such as acci• different categories and the number of complain• dents, but the majority of news is manirfactured- ts ifi each category is counted. This gives a shaped, packaged and marketed like any other measure if things are improving or otherwise. product. J-tr.Garrie gave an example of how news They can identify particular problems, espec• was manufactured. This was a stor-y of a recent ially when these problems are building up," and announcement about some future works to be given act as a barometer on the performance of the by an eiMElnent personage. The events, which, service as a whole. At the opposite end of the over a period of weeks, were arranged so that spectrum, Public Relatiotjs can be used as a when the announcement was made it was to the powerful tool to change the public perception of benefit of all. an organisation and various other facets, some• times to get public opinion behind it, not by The cracks found in the Terminal k loop was also hoodwir^ing people, but by going to the people given as an example. The question was should the and advocating what you belie\-e in. news of the cracks in the tunnels be suppressed, or not. It was considered that before long, too many people would know about it to keep it Mr.Garrie then spoke of the changes to London quiet. Therefore, before the news was undesir• Underground Public Relations organisation. He ably leaked and blown up out of all proportion, said that when he was first invited to speak, it was decided to make a proper press release. the subject was to be entitled 'The Role of the The next question was how and when to make the Press Office'. There Is not a Press Office now announcement without causing too much embarrass• as such. In the days of London Transport there ment in certain quarters. It was solved with the were two departments - the Press Office and the assistance of an outside body and with the aid Public Relations Office. The former, from which

51 of their Journal. Thus, the Impact was far less which was introduced just a few years ago was than it might otherwise have been. the livft radio broadcast in the morning"on the It is always a temptation not to let the facts state of the transport system. The view taken on spoil a good story. Mr.Garrie went on to recount apparently highlighting inadequacies was that an experience which happened a few years ago - a something given was better than nothing at all. So the department has a little studio at 55 bus story, but he asked forgiveness for that 1 Broadway from where these broadcasts are made A television company was conducting interviews and which is also used for live interviews at a bus garage. One interview was with a critic, during the day. of standards and the local mamager was expected to defend the organisation. It was agreed that At this point, Mr.Garria Invited questions. He the critic was to be interviewed in the garage confirmed that travel Information service, sim• and it was suggested that this should be done by ilar to the London Underground internal system the bus engineering bays. Because of the noise would be Introduced shortly. This would, when a of the hammering, etc., the manager sent the men certain, telephone number was dialled, give an working on the bays off for an ejwly Itinch, and up-to-date recorded message of the state of the the TV people were well aware of this. But the Underground system without the necessity of critic took full advantage of this and pointed waiting for the engaged line to clear at the out that as nobody was about doing any work, it manual Information Bureau. The message would was no wonder that bus performance was bad. And highlight any particular problems there may be at despite representations, this was broadcast. the moment of advice being given. It is not This put a severe strain on relations between planned presently for travel information about the Press Office and the Bus Engineering side other lines to be included on the dot-matrix for a long time. Mjr.Garrie pointed out that the displays on the Northern Line, but Informatiorx only way to overcome such an occurrance was to shown on these, although about the Northern appear live. A number of occasions the Press Line itself, is increasing in scope. Office has insisted on going out live in order to get a fair hearing. There are even times when Mr.Garrie pointed out that in really serious it is wise that no Interviews are given on tele• Incidents, such as the Oxford Circus fire in 1984, vision, even risking the embarrassment of the November and the Moorgatc disaster, it is TV company remark, "London Underground refused often very difficult to obtain any ijiformation from near the scene. This is often due to emer• to reply'. gency services not permitting any person near Letter columns in newspapers always had to be the scene and details filtering through are considered carefully - whether to reply or not, scanty. Sometimes there is better information and if so, what sort of reply. He gave an in• from other sotu-ces away from the scene. He said stance when a letter in the 'Standard' from a there are guidelines on procedijres to be adopted member of the public was given a reply in that at various incidents, but these are rarely foll• paper. The reply had been edited in such a way owed because more often than not, these proced• as not to answer the original query, which upset ures do not necessarily fit the scene. the original writer, whose next letter on this subject was published in full. At the completion of his address and questioa time, members present showed to Mr.Garrie their As well as dramatic news stories, the media appreciation. loves a human story, possibly with some fun. LAB , , , Mr.Garrie recounted a couple of anecdotes on f this. One concerned a Booking Clerk, who had a Society Officers -Changes fine voice for performing opera and who got a fair coverage, not only in the local press, but In order to overcome the problem of nobody also on National Television. American Television willing to volunteer their services for the Companies appear to be interested in strange forthcoming position of Despatch Officer, our items. present Editor and Assistant Editor, Del Lomas and Brian Panting, have agreed to organise this The Press and Public Relations had a big role to task, and Brian Hardy, who will no longer be play in such a case ae the proposed strike by Society Chairman and on the Committee from the train staff in May 1985 (see report in UN 283, 1986 Annual General Meeting, will resume the pages 86-87). Tills was the occasion of the in• position of Editor of Underground News until troduction of One Person Operation on the East further notice. London Line and on London Underground railways in general. The work Included letters to the FOR THE TI>ffi BEING, correspondence regarding staff, putting the case for London Underground changes of address and non-receipt of journals forward and urging the people involved to re• should continue to be sent to Paul Creswell at port for duty as normal, letters to Members of 67 Weltmore Road, Luton, Bedfordshire. LU3 2TN. Parliament and other people, obtaining the views of staff and the atmosphere in general. There WITH IMMEDIATE EFFECT, all material for Under• were press releases, and radio and television ground News should be sent to Brian Hardy at interviews. It was necessary on this occasion to 'Heidi', 13 Castieton Road, Eastcote, Ruislip, be ready at any time, even throughout the night, Middlesex, HA4 9QQ. Members' contributions for to seize every opportunity to reassure staff the joiur'nal are, of course, very necessary and that there would be jobs available for staff who vital for you all to be Informed. came in. Most important of all, it was essential for staff who switched on their radio first LETTER TO THE EDITOR thing in the morning to find out what was happ• ening, to receive the message in order to assist Sir, them in making a decision. So it was necessary Met. Men and Models for the media to be informed as soon as the first train crew booked on for duty, how many With reference to UN 290, page 24, I remember were booking on and where. many years ago an elderly Metropolitan man tell• ing me about destination boards for special ex• Passenger ij^iformation is another aspect of the cursions. I think he mentioned Brighton, Clac- department. Mr.Qarrie admitted that, although ton, Yarmouth, although as far as is known, Met. the quality of information to passengers had im• locomotives never reached those places. proved immensely over the past four or five years, it was still far from ideal. One item Likewise, the North London Railway retained at

52 Bow, engine boards for Fenchurch Street, Hat• Stone International has won a £6.5-million order field, Southend long after their trains and en• to supply alr-coaditioning and electronic equip• gines ran to those places- ment to modernise trains on the New York subway. Yours eiticerely, ,,i 17,, 1,,8.6 ~ A £5-mllllon plan to modernise Bank H.V.Borley. Underground station was approved yesterday by Mr.Mitchell, Public Transport Minister. Bexhill, Sussex. 17 February I9S6. 21.^.86 -The construction of a twin rail-only Channel Tunnel was agreed yesterday. Work will begin next year and the first trains will run in BOOK REVIEW 1993. Shvittle trains will carry road vehicles. The London passenger tejt-minal will be at Water• LOKTiON'S TERMINI (Second edition), by Alan A. loo , Jatksoii (Newton Abbot; David & Charles, 1985); 3S7PP, including 24pp half-tone; Price £14.95. 24.1.86 - A multi-million-pound plan to extend Earls Court exhibition centre includes a new The first edition of this book, published seven• exhibition hall, car and lorry parking, and teen yesrs ago, is already established as a possibly a station. classic of railway history. Now, Alan Jackson has brought it up to date, chronicling the many g7,,l,86 - Shelters with seats, for people waiting changes of that period in his usual inimitable for tastis, will be provided by the Gl.C, with style, making the new edition an essential buy Government approval, at Ealing Graen, Sloane for arsv-one interested In London's railways. Square, Solders Green, Stratford Bx-oadway, Shep• Prfesumably for reasons of economy of production, herds Bush Green and Station Road, Edgware, the original text is largely unaltered, apart 30.1.86 -In 1985 there was a 6,1% increase in from minor corrections and amplifications, the the number of passengers using BAA's seven air• new information beii^ contained in an additional ports. Heathrow traffic increased to 31.5 m, 27-page chapter. Additional traffic statistics, showing the changes in use of the stations since 3111 a 86 - The 6LC and four London councils have 1968, make interesting reading. Several half• finally lost their applications to cross-examine tone illustrations have been substituted, mean• witnesses at any enquiry into the closure of ing that the first edition camiot yet be discar• station. ded (it is also still required for the colour 3,2.86 - The City of London Corporation has ob• frontispiece which has not survived to the new jected to plans to extend the Docklands Light editioii, and to sort out a bodged correction to Railway to Bank, because of fears of passenger the map on page 154), My one criticism of the congestion at Baiik, Instead, It wants the rail• original edition, the random nature of the maps way to connect with the District Line between and plane, remains, but nevertheless this book Cannon Street and Monument stations, with a can be uxireservedly recommended. I look forward travolator to Bank, eagerly to Mr.Jackson's forthcoming history of the . ^.3.86 - Taxis have now resumed operating to Heathrow, pending a High Cosirt ruling on BAA's A JR. 50p letry, Movea to see whether outside contractors could do certain Underground maintenance jobs may put FROM THE P.^ERS up to 4,500 London Underground jobs at risk. Daily Telegraph; They include track maintenance, lift and escal• ator servicing and cleaning, 2_j_l_j86^ - Taxi drivers drove in cavalcade from Ox• ford Circus to yesterday in protest g.3.86 - Yesterday Mr,Mitchell, Public Transport at the 50p fee for using the 'holdii-ig' area at Minister, toured the Underground, and pointed . Many are boycotting the Air• out that it carried 8^ more pa«?6engers in 1985 port , than 1984. He also visited the new Signalling Control Centre being built at Baker Street, _^1U8b ll - LRT bus and train fares will rise by an which will eventually supervise computer- average of 6f% tomorrow. The minimuiE Underground controlled signalling on the Jubilee and Metro• fare in central London jumps by 25?^ to 50p. politan lines. Mr*<.x.yn

Underground News is printed and published by the London Underground Railway Society. Corresponden for this journal should be addressed to the Editor Underground News, 'Heidi', 13 Caatleton Road, Eastcote, Ruislip, Middlesex, HA4 9QQ. Wlien writing to any Society Officer, please quote your membership number on all communications, including applications for visits. Members requiring a reply to their correspondence are asked to enclose a stamped addressed envelope. itie last full list of Society Officers' addresses can be found on page 12 of UN 289. Members are asked NOT to use the telephone when communicating with Society Officers, nor make a personal house call, unless previously Invited to do so. For non-receipt of journals and changes of address, correspondence should be addressed to the despatch Officer, 67 Weltmore Road, Luton, Bedfordshire, LU3 2TN. Members are asked to wait until the 25th of the month before writing about journals not received.

54