UNDERGROUND NEWS NUJ-IBSR 24.1 'SSN 0306-8617 JANUARY I982

THE TIMETABLE

.J^'j'iAay 8 J_3-nuary Talk, 'The Dis-tidct Line Q Stock' by Mr.P.R.Connor. I9.00 for I9.I5 in the Tudor Room, Caxton Hall. ' • • Sa ^}if^^y_}-JiJj^^^J'J^ Late-morning visit to Oxford Circus station and Station Operations Room. Applications, with SAS, to Mr.G.A.Finch, 3 Caversv/all Street, , 1/12 OHG. Itinifflum age I5 years. Associate members please state age when ' applying. Please note the change of address for visit applications.

The Society v/ill be oper^-ting its Sales Stand at the Transport Enthusiasts' Bazaar, Islington Tovm.Hall, Upper Street, N.l. 11.00 to I5.00. Nearest station: IJlghbury & Islington, .,; .Mon_day_^J._Ji'ebruary • , Library EveningT18.30. The Society's Library open for inspection at 9A Dunrobin Court, 389 Finchley Road, London, N;/3 6HE. Ifedne sday^ 3 Fgb™5£y LURS members are invited to tliis meeting of the Electric Railway Society v/Iiich is a talk by Mr.B.R.Hardy, 'The Paris Metro Today'. I9.OO at Fred Tallant Hall, I53 Drumraond Street, London, N.IJ. 1. Nearest stations: Euston, Euston Square or barren Street. • Tue sj^^_9_Ji-f^j^ggdfie s da^^_ 17_ February Evening visits to the Post Office Tube Railv/ay. Restricted numbers allowed on each evening. Applications, v/ith SAE, to Mr.G. A.Finch, 3 Caverswall Street, London, 7l2 OHG. Please state: (a) Whether both dates are equally suitable, (b) If both dates are possible, but one is more suitable (state which), (c) If you can attend on only one date (state vaxLch). Friday 1.2_ j^ebruary . , Talk, ' Closed Stations', by Mr.A.A.Jackson.- 19.00 for 19.15 in the Tudor Room, Caxton Hall J7ed_nesdgy^0^_Ma^ch Library Evening, 18.30. Other details as for 1 February.

UNDERGROUND NEWS IS PUBLISHED & PRINTED BY THE LONDON UNDERGROUND RAILWAY SOCIETY. CORRESPONDENCE SHOULD BE ADDRESSED TO THE EDITOR WHOSE ADDRESS APPEARS INSIDE. MEMBERS ARE ASKED TO ENCLOSE A STAMPED ADDRESSED ENVELOPE IF A REPLY IS REQUIRED. OPINIONS EXPRESSED ARE THOSE OP CONTRIBUTORS AND NOT NECESSARILY ENDORSED BY TX.U.R.S. © THE CONTENTS ARE COPYRIGHT. On Thursday 17 December I98I, it v/as announced in the La.vi Lords report that the Greater London Council had acted illegally in instructing London Transport to reduce its fares, and in consequence passing the bill for the reduction to London ratepayers, upholding a decision made by Lord Denning on 10 November. It has been stated that the G.L.C. had 'no right v/hatsoever' to order Sir Peter Masefield to cut fares by ?S% in line with the Labour party's manifesto. The judges gave the G.L.C. leave to appeal to the House of Lords against the judgement. Lord Denning then said that the G.L.C. v/as acting beyond its powers and it had not exercised its discretion fairly in holding the balance betiveen farepayers and ratepayers. He realised that his decision -would cause much consternation to both the G.L.C. and L.T. - 'They will be at their wits end what to do about it, but it is their oim fault'. The G.L.C's case against the Appeal Court's ruling was opened before five Law Lords on 24 November, wliich was presided by Lord I/ilberforce. Judgement v/as reserved on 3 December after six-and-a-half days of legal argument, for their decision v/ould be announced 'in due course'. N Thus it v/as on 17 December that the Lav/ Lords announced that they unanimously upheld Lord Denning's decision of 10 November. The Lav/ Lords agreed that the G.L.C. acted beyond the pov/ers of the I969 Transport Act. London Transport v;ere required by lav/ tQ 'break-even' as far as is possible. As soon as the decision v/as announced, instructions were sent out to all LT ticket offices not to sell season tickets for periods of over three months - 'even if an application had already been accepted'. The decision made leading stories on television ;n.ev/s, and front-page articles in many nev/spapers. Mr.Ken Livingstone, leader of the Labour-controlled Greater London Council, described the decision as 'devastating', and stated that fares v/ould have,to rise by as much as 200^, v/hich v/ould bring a further 4-8^ congestion on Londour's roads, and would mean a staff reduction v/ithin London Transport of about 15,000. Sir Peter Masefield, London Transport's Chairman, stated that fares v/ould have to rise in March I982 - probably by about 150%, although not necessarily all at once. He said that any reduction in staff v/ould be dealt v/ith by. 'natural v/astage' and that no. redund^ancies would occur. ^ ^ . • On 10 December, Mr.David Hov/ell, Transport Secretary, stated that fares,need not rise above 60%, provided there v/as 'careful pruning',. - The obvious results of the decision v/ill inevitably be cuts in services. Cuts in London bus services, are likely to be substantial, as it is forecast that a 30^ drop in usage will happen, and thus several routes could disappear a.ltogether. On the Underground, a figure of 20 stations has been quoted as 'likely to be closed', v/hile little-used branches could close early, or even permanently. The current cheap fares have cost .London Transport £31 million, ;to date. If they are'to rise, v/hich is now forecast for 21 March, a further # million.will be added to the bill, just for the work involved v/ith the altera.tipns. Other councils are-subSiequently studying the; outcome^ of the decision v/ith awe, as West Midlands and Merseyside have already similarly reduced fares and at the. same time levied a supplementary rate to ratepayers to meet the difference. South Yorksliire, West Yprk- sirLre and Greater Manchester have not reduced their fares, but are al^o in a.similar position as they have 'frozen' fares for six years. ' ' Tills decision of the Lav/ Lords can thus only ha,ve an adverse effect on the London Under• ground, indeed on London Transport as a v/hole. What is needed nov/ is an Act. of Parlia• ment v/hich v/ill guarantee capita.l investment and revenue support "for a minimum of ten years ahead, regardless of the political colour of County Hall or Wes'urainster.

NOVgMBSR CAXTOII HALL I4SIgTING_

The Society's November I9OI meeting on Friday 13 November comprised a number of films from London. Transport's archives. Divided into tv/o parts, the first shov/ed: 'Moving Millions', 'Big City', and 'Underground Centenary'. The first -fci/o films v/ere made in the late-l940s and told the story of hov/ London Transport is^.ved eight irdllion people around the capital every day, by its trams, buses, trolleybuses, coaches and underground trains.

9 There were many interesting scenes and members sav/ Fre--l93o tube stock v/ith cream v/indov/ surrounds^, inside 1938 tube stock vrlth the line diagrams above the advertisements (today they are the other v/oy round), and prototype Mersham stock car 2,0000. The film showed hov; London Transport coped v;ith special events, such as providing ma-nj^ extra buses for the Morden-Spsom special service, in addition to its normal daily traffic. 'Big City' told the story of v/ays of life in different parts of London, comparing suburban residen• tial areas vrlth industrial areas. 'UJaderground Centenary' portrayed a brief history of the Underground since its beginnings, various landmarks in the Underground's iiistory v/ere mentioned - the formation of the LPTB in 1933, v/artime conditions: 'shelterers v/ere. allox/ed up to eight feet from the platform edge before 7.30 pm, and four feet after', the Festival of Britain in 1951, and the Coronation in 1953. Perhaps the most interesting viev/ of all v/as of Cockfosters depot, v/ith stored 1920 Cammell Laird trailers very much in viev/ (these v/ere stored there from 1939 until scrapped in 1948). The second part comprised tv/o films of the Central Line extensions, opened in 1947, s-nd one of the Centenary celebrations at Neasden in 1963. Entitled 'Seven More Stations', tills film covered tlie extension from to "Joodford and Nev/btiry Park, v/hich added seven more stations to the Underground system. The opening ceremony v/as seen to start at t/anstead station, v/here the leading car of the special train v/as 3 3 27 ~ now preserved in the Science Museum. At Newbury Park, v/e sav/ the sidings and nev/ LT signal box, and the special train then returned to Gants lill v/here a reception was held. Lord Latham described the openj.ng and iTistory of the line, and said hox/ much had been achieved in such a short time since the x-/ar, for the tube section had been used as an aircraft cori'ipcnent factory betv/een 1942 and 1945. The part played by Acton I/orks v/as also featured as many hujidreds of tube cars had to be specially refurbished for the Central Line extensions, having been stored in the open since the beginning of the v/ar - all tlrls v/as tackled in addition to Acton's normal v/ork. The film, covering the v/estern extension to Greenf ord shov/ed the avitomatic junction v/orl-cing at North Acton signal box, v/liich v/as unmamied and controlled from (then) Wood Lane signal box. The first station, lianger Lane, v/as opened v/j-th temporiiry buildings made from v/artime /mderson shelters until the main buildings had been completed at a later date. The massive bridge and via-duct v/orks at Greenford v/ere seen, as v/as the (then) unique esc3.1ator from street level up to the platforms. The final film v/as made in 1963, and shov/ed in colour the Neasden Centenary parade of rolling stock. Before the parade started, the comi-ientator introduced many London Transport dignitaries as v/ell as visitors from overseas railv/aj/s. All fifteen exiiibits v/ere seen passing the stand, and v/ere: 1. No.23 - v/agons S & K 29/23 (specially painted from Ballast Wagons), propelled by L76. 2. L44 (0-4-4T E class) - Milk Van No.3 - Chesham coaches 512-515-516-510. 3. No,l (Jolin Ljon) - Dreadnought coaches 448-509-440-469-465-427. 4. T Stock: 2711-972/!-2734. 5. F Stock: 4606-O53O-O5I3-4603. 6. P Stock: 13220-013261-14264. 7. A Stock: 5197-6I97-6I96-5196. 0. Pre-1930 Tu.be Stock: 3300-7453-7184-3219. 9. 1930 ll-ibe Stcck; 10124-012165-12445-11124. 10. 1959 Tube Stock: 1I4O-214O-9I4I-I141. 11. Works Train: L52 (0-6-2T F class) - F34l-j689-DS6l0-F333-RW464-BW2M-im22-B56O. 12. Cable Train: L90 (O-6-OPT) - F33S-CWlO52-CWlOSO-C'JlO51-B502. 13. Long Rail Train: L57-RI/^-94--RiJ493~RW492-RW49l-^I^;.90. 14. Instruction Train: L66--IC1O75-XC1O76-IC1O77-IC1O70-IC1O79-L71. 15. Loco No.23 - MW541 + A Stock 5199-6199-6190-5190. The commentator, former ITN Nev/scaster En\-f Thomas, described the rolling stock relating to the period of time covered. Special mention v/as ma,de of item N0.I4, in that the Instruction carriages (form.ei'ly Caamell Laird trailers built in 1920) v/ere the first production laibe cars to have air doors from new. In all, tliis v/as a rsrj interesting evening, and there was a record attendance of II5 members and visitors. The Society expresses its grateful tlianlcs to those in tlie film section of London Transport's Public Relations Office.

GUIg^^^STOCK TRMN^ mTSCJORS The year I9O2 sees the 50th year in v/ixich the London Undergrovmd have been using surface stock train detectors. Their purpose is to detect and then stop trains of surface size

3 entering tube size turjiiels. The first v/as installed betv/een Harmacrsmj.th and Barons Court on the eastbound Picca.dilly Line and v/as in use from 5 June 1932. TltLs v/as provided to stop Distilct Line trains proceeding to the Piccadilly Line tube tunnel mouths east of Earons Court, as it v/as possible for both District and Piccadilly Line trains to share each other's tracks as far as Hammersmith, v/here the latter line v/as extended westwards from 4 July 1932. The apparatus comprised tliree mercury-filled glass txibes suspended from an overhead gantry. .Should an eastbound District train be misrouted onto the Piccadilly Line, being of larger dimensions, it v/ould break the mercurjr tubes and subsequently cause the eastbound outer and inner home signals (A647A and I'JC19) at Barons Court to return to danger, thus bringing the offending train to a stand by the trainstop/tripcock mechanism. This, of course, applies to both surface stock trains and (then) LMS freight trains, although today, the tlireat is confined to the former. An indication should the apparatus be operated by a surface stock train v/as installed in West Kensington (West) signal box. A similar insto,llation v/as put in at FinciiLey Road for the same reasons on the south• bound from 29 October 1939, ready for the extension of the Bakerloo Line from Baker Street to Stanmoi^e, v/hich took place on 20 November 1939. The breaking of these tubes, located at the north end of the southbound Bakerloo Line platform, v/ould cause ir-ner home signal A521 and starting signal MDllII to return to danger. An extra trainstop v/as also located beyond the gantry, v/liich v/ould automatically lov/er if a tube train passed under the tubes, but v/ould remain up to 'trip' a train, if the mercury tubes v/ere broken hj a,n out of gauge train. The third detector' of this type was installed at East Finchley from 14 April 1940, and interv/orked v/ith the southbound station starting signa.1 (NP9), although a trainstop v/as provided beyond the mercury tube gantry, as at Fincliley Road. With the demise of freight ti-ain v/orid.ng, for v/hich purpose this apparatus v/as installed, the need for such a detector ceased in the mid~l960s, and thus from 7 January 1973 it v/as removed. Before the mercury-filled tubes v/ere installed at East Fincliley, a different arrangement c'dsted to protect the southbound tube tunnel, v/hich operated from the opening of the Northern Line to East Finchle^/ on 3 July 1939, imtil April 1940. This v/as in the form of an 'electric train treadle', located in the southbound platform, then used by both LNER and.LT trains. The points just south of the station v/ere normally set for the LNER 'up' line and could only be sv/itched to the southbound Northern Line after such a train had operated the treadle. As all LT trains then reversed at East Finciiley for thj-S period, and as there v/as much locomotive v/orking (for the goods yard), further protection v/as given by the signalm.an being unable to clear the sidi.ng outlet signals unless the points south of the station v/ere set for the LWLR up line (i.e., if the poxnts v/ere left set for the southbound Northern Line after such a train had departed, the signalman v/ould have had to reset them for the LNEl^ line, even though the next train might be another LT train, and if this x/as the case, the operation of the treadle would allov/ the points to be changed again for the southbound Northern Line.) The fourth raercurj'--tube detector v/as in use from 14 July 1975 on the v/estbound line betv/een Hounslov/ Central and Hounslov/ West, as the Heathrov/ extension v/as built to tube loading gauge only. Tills differs sliglitly from tlie other locations, in that the signal v/hicii v/ould bring the train to a stand if it v/as out of gauge is prefixed 'X', and remains at danger until a tube train passes under tire tubes. Witli the opening of tlie Central Line eastern extensions, v/td.cii initially sav/ frequent goods trains and occasional passenger trains of main line size, furtlier preventative measures v/ere taken at tire strategic locations. Tliese v/erc somewhat different to tiiose previouslj^ described, in that tlie equipment detected an approaclrLng electric train before tile route coiild be set and tiie signal cleared for tire route to tiie tube tunnel. Tliis v/as acliieved bj'- iraving a lengtii of current rail on tire opposite side of the tracit to the positive rail. Tire siioes of a train making contact v/itir tlnr.s sliort piece of rail v/ould 'prove' the presence of an electric train, tlius allov/ing tire appropriate route to be set up by tlie respective signalman. Tiie first of tliese v/as installed on tire v/estbound line at Le3''ton from 5 May 1947, for tire extension from Stratford to Leytonstone, and tills comprised tv/o detectors on tire v/estbound line - one located to the rear of outer lioriie signal LE23B v/liicli v/ould allov/ LE21 (tire inner iiome signal) to be cleared, and tire otiier located in v/estbound platform,v/liicir, v/iren operated by an electric train, v/ould allov/ No.27 trap points v/est of Leyton station to be set for a v/estbound Central Line train. Tlris leads one to v/onder v/liat xvould irappen if an approaciiing ER train could not actuate signal LE21. Tills was overcome by setting tire route for tire train tbr.ough Leyton station (bj^ reversing No.43 points), bi.it the signal for the ER line (LE20) could not be obtained until a release had been given by Loughtcn Branch Junction ER signal box (tids v/as located v/est of Lej^ton, on the ER line). Similar arra.ngements v/ere introduced on the eastbcund line at Leytonstone from 14 Dec• ember 1947, v/ith the extension from Leytonstone to Nev/bury Park and Woodford. Here, No. 18 points v/ere alv/ays .locked .in the position for the line to Woodford, until an electric train had been 'proved' - the detector v/as located at the v/estern end of the eastbound platform. To give protection to the txibe tunnel on the v/estbound line from locomotives shunting in No.l (loop) platform. No,100 trap points v/ere provided for this pujrpose, being still in position and operative today. Detection arrangements on the v/estbound line at Nev/bury Park - operative also from 14 December 194-7 - compi'ised tv/o detectors: one near the outer home signal (LP22), which v/ould allow,home signals LP21A/b/C to clear (and also 'v/arning' signals LP23A/B and 'calling-on' signal LP23G - used for coupling), but on?Ly if No. 17 points just v/est of Nev/bury Park station v/ere set for the 'Main line', i.e., the foraier LNER line to Seven Kings, The second electric tra:in detector in Nev/bury park v/estbound platform v/ould allov/ No.17 points to be set and ]:i'20 (station starter) cleared for a Central Line train, if the detectoi- v/as to be operated hy such a train. With freight traffic being finally abolished in I966, and the few remaining SR passen• ger trains to and from Epping shortly afterv/ards, there became no need for these electric train detectors, and thus they have subsequently been removed: Leyton from 5 November 1971, Nev/bury Park from 16 January 1977 and Leytonstone from 18 March 1979. Further detectors v/ere brought into use from 30 Januars/- 1977, v/j.th the commissioning of signalling leading into the nev/ Bakerloo Line depot at Stonebridge Park. As the LMR d.Cc electric trains opex^ate on the 3rd ra,il system (thus having no negative shoegear) and are banned from the nev/ depot, detection of LT trains v/as arranged via the negative shoes of such a train, and the negative current rail, v/Irlch has been specifically- retained betifeen Queens Park and Watford Junction for LT trains. The detection arrange• ments apply to both northbound and southbound platforms at Stonebridge Park, v/here 26 ft lengths of isolated negati\-e current rail detect Eakerloo Line trains, although it is normally onlj'- the northbound detector which is used to gain access to the depot. Tills leads us to ask if there are any 'loopholes' in •the.sj-stem today. Certainly there is no surface stock detector at North Acton. An 'on paper' instruction forbids surface stock' trains to pass the eastbound starting signal at North Acton, and it v/ould be very unlikelj'' that a surface stock train i/ould travel via. North Acton these days, as all moArements of these trains is done vis. the Ruislip siding connection. Hov/ever, the route via North Acton v/as used quite regularly for stock transfers up to the end of Q stock and the advent of the C69 stcck. /JLthough tlie fl3/under bet\-/een East Acton and White City is not out of gauge, the M40 motorv/a;/- bridges v/est of Wliite City certainly are J Finally, it is thought that no detector e^cLsts at Queens park, and thus it v/ould be possible for a,n 'up' LMR train to be,routed into the Dakerloo Line north sheds, should a driver accept such a v/rong signal J

IKSTCTCTJJllE J)EjJK by R,J,Greenav/ay One of the consequences of being 'an enthusiast' is that people tend to ring you uip out of the blue asldng av/I-n/ard or obscure questions. One of the easiest to ansv/er is 'I've come across so-and-so, v/ould you like it/them ?' The ansv/er is usually '^/-es', although the consequent storage problems can be extreme. I received one of these enquiries recentl}^ v/hen a friend rang up saying that excavations had exposed some District Line destination plates. He said that they v/ere in poor conlLtion, but v/hen he said they v/ere red and v/liite, I of course said 'yes'. A couple of days later I collected them from him, and list below v/hat I received: 2 of RICI-EIOND EAST HAI-1 3 of EALING EAST HAM 1 of RICHMOND WHITECKAPEL 1 of ISMHLEDON WKITECHAPEL 2 of PUTIEY BRIDGE HIGH STREET 5 Tliey are 2C;\'' x A" v/Iiich I think is the old standard District size, last used on Q23 cars. The letters are all old style capitals in v/lrite on an orangy-red background. Being a colour prone to fading, the background colour may have changed since it v/as nev/. It has been suggested to me that these plates v/ere originally used on F stock, but I have no idea if this is true, and the Editor and I v/ould be very interested to hear from anyone v/ho can ela,borate on v/here they originated. Ihn not sure what v/iil happen to these plates as they are in very poor condition gener• ally, but a fev/ v/ill be put in the Society collection. Kov/ever, they v/ere an interesting find. I v/onder v/hat v/ill be next i

gMGINEERIHG ''JOrLKS (Various weekends in November and December I98I) In connection v/ith the reconstruction of the Divisional offices at Baker Street, restricted use of the 'main line' platforms (1-4) was scheduled for certain v/eekends betv/een O8.OO and 20.00. During this period, all trains had to use platforms 1 and A, v/lrile 2 and 3 v/ere occupied by building contractors. As three platforms are required for 20 minutes each hour, some trains leaving Baker Street were retimed as follows; Saturdays^ The '20^' departure for fvatford and the '28' for Uxbridge v/ere each retimed two minutes earlier, then having a tv/o-Eiinutc stand at Finciiley Road. Sundays

Bo oke a Retim.ed Time

03^ Ainersliam (fast) 05^ Watford 13 Uxbridge lo-.y Ajiiersham (all-stations) 28" 26" Uxbridge 35' 33^ Watford 43 41 Uxbridge soh 484 Watford 58"' 56" Uxbridge On botlr days, similar one and tvv'o-minute adjustments v/ere made to some southbound trains at Fincliley Road. Upirdnster^ B-^.^.'^J^.^> 6/13.12.01 engineering v/ork adjacent to tlie v/estbound District Line at Upminster Bridge required tire suspension of services on tliat track until 18.45 on Sundays 6th and 13 th December I98I. All trains to and from Upminster v/oriced on tire eastbound line in botlr directions, under single line v/orI

Stratford, 22.11.81 Engineering v/ork of a 'different' kind took place near Stratford on tire Central Line on Sunday afternoon, 22 November. T\/o 15-year-old tox-/er blocks (Stratford Point and Nev/ton Point) in Stratford Nev/ Tov/n, Nev/ham, Irad to be demolislred, and as these v/ere built above tlie Central Line tube tunnels, the condition of tlrese had to be clrecked after demolition. The Central Line service v/as thus suspended betx-/een Beti-aial Green and Ley ton-

6 stone from 1.3^45 until 16.45, The explosions were schedtiled to take place betv/een 14.30 and i5.00j and LT provi.ded a substitute road service bet;-/een the tv/o points, calling a,t Mile End, Stratford and Leyton - every 2^-'4- miraites. Betv/een 13.45 and 16.45 eastbound Central Line trains v/hich would normally run to Epping and Hainault reversed at Bethinal Green, v/hile the Leytonstoae reversers v/ere turned at at Liverpool Street. At Leytonstone, trains from Hainault revrersed in platfoi'-m 1 and returned to Epping, v/hile those from Epping shunted from platform 2 to 3 via the v/est• bound line, and returned to Ilainault. The demolition of the tv/o tov/er blocks attracted much adverse press criticism - the cost of demolition being £350,000 - thi.s being the cheapest option, rather than to spend several million pounds on refurbislxLng the flats. On resumption of the service (being about 20 minutes later than planned), the first train in each direction ran empty beu/een Betimal Green and Leytonstone.

LETTERS TO THE EDITOR

I greatly enjoyed /ilan Jackson's meaty article on Metropolitan Steam Stock 19 25-28. The author asks hov/ milk v/as conveyed from the Domirj.on Dairy at Aylesbury v/hen the millc vans v;ere out of use. My fatioer v/as v/ith Boniinion Dairy for most of Ms v/orking life, and had to spend a v/eek annually as relief clerk in London. Tills involved v/cricing in a subterranean office in the bcv/els of , handling the paperv/ork from the firm's BUTTER traffic. Later on tiiis traffic, and Bad, v/ere transferred to Ilarylebone (on the formation of LT perhaps, or the phasing out of City goods traffic ?). It is possible that there v/as no MILK traffic, or that it had already been transferred to the LJ-JER ? Another relative v/ho lives close oy the dairy tells me that unprocessed britter v/as received by rail at Aylesburj- station (from x/liich direction ?) and conveyed to the v/orks by railv/ay horse and cart. The company blended and packaged the butter before putting it on to rail again. By the v/ay, in those days competition betv/een the railv/a.ys at Aylesbury to obtain custom v/as keen, and it v/as notiiing unusual for a railv/ay official to appear in the Dominion offices for that purpose. One ps-rticular gentleman v/ho v/ore a bov/ler green vd.th age, and v/as laiown to the office staff as Old Seedy 'at, v/ould appear at my father's elbov/ and say confidently (for example): 'It has come to my notice that you recently sent a consignraent to 'x' by another company; my company could quote you more favourable rates on a future occasion'. Industrial espionage is nothing nev/ .' Yours sincerely, Joiin Reed.

Aj^lesbury, Bucks,

Sir, In the December issue of Underground Nev/s, page 299, the question is asked, 'I/here is Blake Hall ?' According to 'I/hat's in a Name', the station took its name from an 18th century house v/liich had been the home of the Capel-Cure family since I789. The library v/as used as an 'operatJ.ons room' by the R.\ during the last v/ar in connection v.dth North IJeald aerodrome. The 0,3. map shov/s that Blake Hall lies about 1-r miles north-east of the station, across tlie main Epping Road and about ^ mile south-east of Bobbingv/orth village. Why the name of tills house should be chosen for the station is not clear, but perhaps it v/as to appease the Capel-Cure famj.ly for the inconvenience of having a railv/ay built so close to their house in 1865.? I have alv/ays thought that 'Greensted Green v/ould have been a more appropriate name as tliat village starts about 4OO yards south of the station, Hov/ever, I don't suppose the name mattered very much to the I7 regular passengers .' Yours sincerely, Jeremy Buck. London, N22. BOOK/jm(MgWg__ REVI3UG

In tills issue J Blake Hall station is sliovm in the Central Line timetable and on the Undei'cround map, but not in the station index. However, in the section marked 'Import• ant', it states that Blake Hall has been closed, should be disregarded, but the remain• der of tiie service is unchanged. The timetable sliows a train every 30 minutes in tiie peaks and every 45 minutes off peaks and weekends. It also states tliat the service is subject to alteration.

Ri\ILIJAY I-IAGjVZII-E, December iQol Tiiere are several articles wltli Undei^ground interest isa tiie December 1981 issue. The first is about BR/lT co-operation. On 30 September, BR Chairm.an Sir Peter Parker and LT Chairman Sir Peter Ilasefield toured Kings Cross Midland station, v/iiich vn.ll iiave major interchange facilities betv/een tiie Bedford to London suburban line and tiie Underground at Kings Cross. Tiie nev/ Kings Cross Midland station lias a new boolcing hall, offices, and a 240 yard subv/ay to tlie m.ain line station and the Piccadilly and s. Tiie second article is about tiie nev/ ballast hopper v/agons for LT v/liicii iiave been built by i7,H.Davis & Sons, and tlie refurbished flat v/agons v/itli concrete mixers v/iiich have been converted also hj If.H.Davis. Tlie next article is about making tiie most of the Metropolitan, in a bid to persuade more people to use clieap off-peak tickets. LT has launched a major campaign aimed at lamdreds of thousands of householders and travellers along most of the Metropolitan Line. Some l.';.0,000 homes x/itlitn one mile of the Metropolitan Lino from IJembley Park to Amersliam, Cliesiiam, I/atford and Uxbridge should liave received a colourful LT brochure 'Space Travel on tiie Metropolitan Line' setting out tlic attractions of Central London: siiops, tlieatres, clubs, etc. Otiier articles cover tlie i^esignalling of tiie Metropolitan and Jubilee lines, and of tlie lift replacem.ent at Caledonian Road and Queensv/ay, v/iiicii liave " been reported in Underground News (UN 240, NF.''06/8l and NF 207/81). MOIgI]iniigTj-J/gS, _5ecembgrj98X I/liile tlie front cover of the December 1901 issue of Modern Railways lias a very strild.ng pic-ture of a D stock train near Pdciimond, there are tv/o items inside relating to tlie Underground. The first deals x-/ith tlie postponrient of the reduction in service betv-/een lilpping and Ongar, but mentions that the closure of Blake Hall station has gone ahead, and includes a pliotograpii of a I962 stock train approaching a footcrossing near Ongar. Tiie second article is about plans for a liglit rail system in London's Dockland, x-/here the Greater London Comicil are s'tudying plans for a lox-/-cost rail system. Its aim v/ould be to use some nex/ and some existing tracks to produce a liglit rail system, similar to tlie Tyne & IJear Metro, The cost of tlie proposed light-rail system is estimated to be £50-100 million, compared x/itii over £4-00 million if the Jubilee Line x-/as to be extended into Dockland.

POINTS OF INTEREST '

Nigel Ifyde x-/rites: 'Regarding the COP Stock Story, it is perliaps worth suggesting that Metadyne failures in the 1950s m.ght be attributed to the extremes in operating conditions x-/liicii tiiese trains x/orked. For example, Circle train 162 left Uatford at 05.40 and terminated some 19 iiours later, having started and stopped, on average, every iialf mile on a journey more or less equal in distance to a long run on tlie I/est Coast main line from Euston to Carlisle. On tills journey of sor.ie 290 miles tiie longest runs x/ould iiave been IJembley Park to Fincliley Road (4.49 niles), Croxley to Nortlix/ood (3.21 miles - Moor Park opened at about 06.30) and Kings Cross to Farringdon on every Circle trip (I.I5 miles). Eacii of these runs includes a speed restriction - at Neasden, IJatford East-South junct• ions, and Ray Street Gridiron, respectively ... In tlie early 1950s x/alla/ays x/ere installed in the single line tunnels of the Metropolitan- Line betx/een Baker Street and Finciiley Road at a suitable iieiglit to allov/ passengers to detrain from compartment stock trains in an emergency. Presumably passengers x/ould use

Oo the v/t'IkiA'c^'s to get to one end of a train where eraergency steps x/ould then allov/ them togetdovai to track level and proceed to the nearest exits at the closed stations.'

smjTAORiPTiONSTon 1982 Gubscriptions for I9O2 are at the rate of £7oO for full members a.nd £4-.50 for associate members (aged 12-15 inclusive), x/ith a supplement of i2.2.50 for overseas members to cover extra postage charges. They are due on 1 January I982. TbJLs is the last issue of Underground IIex-/s that x/ill be sent to members x/ho have not renex/ed their subscription. Subscriptions, x/itli the completed renev/al foniis, should be sent to the Registrar, 67 IJeltmcre Road, Luton, Bedfordsiiire, LU3 2TII. Alternatively, they may be remitted to National Girobank account number 501 5952 by folloxriug the procedure shox-.Ti on the renex/al notice. Renex/al notices xrere sent x/3.th the October I98I issue of Underground Nexv'S for overseas members and xrith the November issue for home members. ANNUAL GSNBRAL IIIETING I982 Members are hereby given prelimilnary notice that the I982 Annual General Meeting will be held om Saturday 27 March I982 in the Small Lecture Theatre of the Science Museum, and that a Society event xfill take place in the same location on the morning of that day. The formal notice will be given later. Proposed changes in the Rules of the Society, and nominations for the Committee, should be sent to the Secretary, 6 Launceston Gardens, Perivale, Greenford, Middlesex, 1)136 7ET, so as to reach him not later than 31 Januarj'' I982. Nominations for the Committee must be on a form that can be obtained from the Secretary by writing to him, enclosing an SAE. Messrs, ilardy and Mitchell retire under Rule 5(b), and Mr.Finch under Rule 5(c). MiJjLik5»_Ji3-NTER LECTURES Notice has been received of the following GLIAS x-zinter lectures, all held at 18.30 at the City of London Polytechnic, 31 Jewry Street, London, E,C^3. Nearest stations are either Aldgate or Toxrer Hill.

* Building' a Victorian Railv/ay' by JoF.Dobson. Using txi/o collections of unpublished photographs, which originally belonged to the railxi/ay's resident engineers, Mr.Dobson vidll relate the story of the construction and the difficulties involved first with the build-ing of the Midland Railv/ay extension into St.Pancras betxi/een I864 and I868, and then the v/idening of the route in the 1890s. Ifedne^day_17 February 'Isrev/fng: its History and Archaeology' by Maurice Lovett. There are still six major brev/eries in London, one of v/hich still uses steam engines. Maurice Lovett, from the Bass Museum of Brexi/ing, v/ill talk about an industry very close to the industrial archaeologist's heart.

We

9 LIST OF SOCIETY OFFICERS The follcv/ing list supersedes the list previously published in Underground News No. 235 (July I98I), and is correct to 1 January I982. The next updated list v/ill be published in July 1982. The list has been compiled to allov/ members to send their coi'^respondence to the correct person. Please note that the addresses are for correspondence only, and NOT for callers, v/ithout prior arrangement. The President of the Society is Mr.D.F.Edvi/ards. The Committee of the Society consists of Messrs. P.R.Connor (Chairman), DoF.Croome (Vice Chairman), R.J.Greenaway, B.R.J.Hardy, F.W.Ivey, N.H.G,Mitchell, J.P.Herting, G.A.Finch and B.R.Panting. The Society Officers are: Chairman and Curator of Cartograpliic and Thomson Collections: P.R.Connor, Flat IB, 1 Marchv/ood Crescent, Ealing, London, W5. Vice-Chairman, Secx'etary and Treasurer: D,F.Croome, 6 Launceston Gardens, Perivale, Greenford, Middlesex, UB6 7ST. Sales Manager, Sxhxibitions Organiser, Sound Librarian: R,J.Greenaway, 26 Fishery Road, Boxmoor, Hemel Hempstead, Herts, HPl IND. Preservation Sub-Committee Chairman: F.I/.Ivey, I9 Hide Road, Harrov/, Middlesex, HAl 4SG. Assistant Sales Manager: I.J.Byckhoff, 21 Chestnut Grove, South Ealing, London, 1-15 4JT. Assistant Secretary and Publicity Officer: G,A.Finch, 3 Caversv/all Street, London, !'/12 OHG, Registrar and Despatch Officer; P.R.Creswell, 67 I/eltmore Road, Luton, Bedfordshire, LU3 2TN. Editor of Underground News: B.R.Hardy, 'Heidi', 13 Castleton Road, Eastcote, Ruislip, Middlesex, HA4- 9QQ. Editor of UndergrounD: DcO,Hayv-/ard, 85 Francis Road, Hounslow West, Hounslow, Middlesex, TW4 7JT. Librarian: N.H.G.Mitchell, 9A Dunrobin Court, 3S9 Finchley Road, London, NW3 6HS. Curator of Photographic Collection: B.R.Panting, 409 Bovi/es Road, Nev/ Southgate, London, Nil lAB. Curator of Poster Collection: Vacant. Curator of Tickets: J.M.Crov/hurst, 35 Walton Street, St.Albans, Herts, ALl 4DQ, Modelling Secretary: I.J.Robins, Top Flat, 47 Buckingham Place, Brighton, Sussex. London Undergroxmd Roving Secretary: M.J.Sherman, 28 Lyttons Way, Hoddesdon, Herts, ENll 9NQ. Information Officer: S.A,Tish, c/o 16 The Pines, Chase Road, Oalwood, London, Nl4 4SX. United States Representative; R.D.Spotswood, 200 Magee Avenue, Mill Valley, California, 94941, USA. Australian Representative: S.Hamer, 44 Tarakan Avenue, Broadviev/, South Australia, 5083, Australia.

PRESERVATION At long last, after many months of beliind-the-scenes work by various Society Officers, the Society is pleased to announce that v/ork is abovit to start on preserving the Society's vehicles: indeed, by the time tills is read, the first v/orking party should have been to Ruislip depot. To spread the load of preservation v/ork, v/e are seeking more volunteers, especially those v/ith special sivills in this field. If you are a member over 16 years of age and think you v/ould be the person to help u.s, please offer your services to the Preservation Sub-Comndttee Chairman (address above), v/ho v/ill be pleased to hear from you.

10 LURS SOCIAL ^SVEMNG - 17 HOVEt-lBSR 1981 To celebrate the 20th anniversarj of the Society, the Social Evening at The Exmouth Arms on 17 IJovember attracted Al members, spouses and friends. The Committee was pleased to welcome the Societ>.rts President, Mr,D.FcEdv;ards, and Vice-President, Dr.Tony Ridley, also two founder members accompanied by their wives, Peter Davis, for many years Chair• man of the Societj'- and Editor of its monthly periodical, and Joe Brook Smith, who specialises in railway modelling, ikiother 'welcome visitor x/as Peter Ifirth, one-time Treasurer. After short speeches from our present Chairman, Piers Connor, Dr.Ridley and Peter Davis, there follox-jed a slide shox-/ presented by Brian I-iardy. The first half x-;as devoted to sceiies of the London Underground in I96I, reminding us hex-; much had changed in tx/enty years. The second half shox-red scenes on Society visits to places outside London Trans• port, These included Bramley (Army Depot, x-mere there x-zere some former LT tube cars), Ledbury (Metropolitan Railx-/ay coach), Glasgox-/ Underground, Isle of Wight, Keighley & Worth Valley, Post Office Railx/ay, Tyne & Wear, and the Paris Metro, The rest of the evening x/as spent taidng refrestoent (solid and liquid), and talldng over events of times past and the present day. It x/as a very pleasant evening, and thanks are due to Brian Hardy for making all the arrangements, DEC

In the tliird line, =to Ruislip from Ruislip' should read 'to Ruislip from Golders Green'.

glALL APySRTISSMSHT

WANTEDJjI^C^m-lCTOR; : '• - ' Underground Guides - Winter 1959/60j 16 March 1964 if and only if code 464; Any betx'/een 1957 and 1959<. Also, the folloxmig Underground maps: No,2 (1935); No.2 (l937TrNo.2 (1941); No.l (1947) with code I46.2146.IM; /toy 1933 or 1934« Les Burx70od, 35 Walnut Tree Road, Shepperton, Mi.ddlesex, Tel: Sunbury 894IO. SA33/24I/82

ROLLING STOCK ALTERATIONS . ADD for May I9OI: From Acton Works after Overhaul: 5074-6074-6075~5075 21st ADD for August I9OI: To Acton Works for Overhaul: 1252-2252-9253-1253 12th ADD for October I9OI: D Stock deJdvered to Ruislip from Metro-Cammell, Birmingham; 7004-17084-0084-1-8085-17085-7085 31st

Novembei^ j 981 '

From Wl'dte City to Rtiislip, for scrap IO2OO-OI2343-I2I42-II28O+IO27I-OI2279-IIO8I 8th From Stonebridge park to White Ci'iy, R,S,Eo Training Train IO205-OI2292-II205+I0297-OI2378-I204G-II297 15th 192? Ifl^T ^^Q^Stoo^^ From Golders Green to Ruislip 3222-4222-4322-3322 11th From Ruislip to Golders Green 3222-4222-4322-3322 18th 11 From Ealing Gorinion to Ruislip, condeimied cars 21117-23327-23/19 17th 23521-23227-22623 loth From Ruislip to Booths, Rotherham, for scrap 21125 23228 23332 23432 21148 23248 23348 53210 014260 54214 3rd D_ Stodc FroH Iletro-CaiiEiell, Birmingham, delivered to Ruislip 70O6-I7086-80O6+G0O7-I7O87-7087 17th From Ruislip to Ealing Common, ex-store 7070-17070-8070-1^071-17071-7071 3rd From Ruislip to Ealing Common, for coamissioning 8079-17079-7079 10th 707O-I707O-C07O 11th 0003-17003-7003 17th 70O2-I70O2-O0G2 10th 70O4-I70O4-GOO4 30tla Entered Service, District Line 707O-I707O-O07O+807I-I707I-707I 17th 7076-17076-0076-1-8077-17077-7077 25 th lliscellaneous Movements F315 Ealing Common to Acton (overhaiil) 4th S3 Acton to Ealing Common (ex-collision) 13tii 1704-2576-9577-1577 Acton to Ruislip (ex-collision and reform - see belov/) I8th Scryice Velucles From 17,H.Davis & Sons, delivered to Ruislip HI7216 I-IIJ217 11/210 HiJ2l9 I3I7220 ^7221 ffi7222 (co-^jletion of order)

Units^ 'to Jkyton^7orks for^ Overhaul Metropolitan 5539-6539 4th Central 1566-2566-9567-I567 lOth Metropolitan 5514-6514 12th Metropolitan 5032-6032-6033-5033 13tli northern 1216-2216-9217-1217 13th Central 1694-2694-9695-1695 l8th Metropolitan 5551-6551 19th Northern 1226--2226-1227 20th Central 1710-2718-9719-1719 25th Metropolitan 5O02-6o02-6o03-5O03 27th

Metropolitan 5502-6502 5th Metropolitan 5510-6510 l2tli Metrooolitan 507O-607O-607I-507I 13th northern 1252-2252-9252^1253 13th Metropolitan 5543-6543 19tli Bakerloo I0ll6-0l22ll-12087-llll6 20th Northern 1214-2214-1215 20th Victoria 307 6-407 6-4176-3176 24.th Central 1710-2710-9711-1711 25th Metropolitan 5070-6078-6079-5079 27th

12 Re f orma ti on s From To 196^2 JTube Stock 151 (i~2Sl(}-9 577-1577 1704-2576-9577-1577 R stock 21120--23 247-23 227-23346-23446 21120-23 247-23346-23446 23521-22623 23521-23227-22623 21111-23 222-23 204-233 21-23A09 21111-23 222-233 21-23409 2II2O-2330C-23428 21128-23 2/)4-233O0-23428

MgrjSFLASI-ES

NF 1/32 An advertisement for a Chairman/ClTief ji;:ecutive is headed by the old London TransporT style v/ording, and stresses the control that the G.L.C. exercises over London Transport. 'The GLC 1ms the responsibilty for tlic policies and financing of London Transport, and tlie policies are implemented by the London Transport Ifeecutive. The Coiuicil now seelns to appoint a nev/ Chairman/CIiief E::ecutive for a period of five years at a salary of £34,000 (under reviev/). .... Ke/Shc v/ill have a particular role in ensuring tliat the Council's public transport policies are being pursued and alerting tlie Council to difficulties and developing nev/ initiatives.' Applications v/ere due to be sent to the Council by 25 November I98I. It has since,been rumoured in the press tlmt Alan Fisher, 59, boss of the tov/n Hall's staff's union, the National Union of Public Employees (NUPE), is tipped as tlie next head of LT. NF 2/82 Further to tlie report in Ul^f 24.O, regarding the service reductions on the Central Line Iiainault-I7oodf ord branch, the revised a.nd reduced peak-hour service as sliov/11 on pages 299/300 have not yet been introduced. This is so that negotiations v/itli the unions could be completed. NF 3/82 From Saturday 12 December I98I, the communication on the tunnel section beti-/een Cliigv/ell and Grange Hill v/as changed so that tunnel telephone calls v/ould be ansv/ered by the Central Line Controller, Such calls v/ere previously ansv/ered by the Substation Controller in South Woodford Substation control room. From 19 December, South Woodford Substation control room v/as due to be closed, and sections controlled transferred to Leicester Square substation control room, Leicester Square substation control room thus controls current on the follov/ing sections of line: Central line: KLl sections from Wood Lane to .Epping and the Hainault loop. Northern Line: All sections. Bakerloo Line: Betv/een O^cford Circus and Elephant & Castle, NF 4/82 In connection v/itli the Midland Suburban Electrification betx/een Kings Cross and Moorgate, to operate at 25kV a.c. overhead, current from v/hich v/ould inter• fere v/i til the LT tunnel telephone lines, from Sunday I3 December I98I, these v/cre taken out of use beti/een ItLngs Cross and Moorgate on the Metropolitan and. Circle lines, and replaced by tiuinel telephones housed in boxes mounted on the tunnel v/alls at about 200 ft intervals on each line. Each telephone box has a t/Iiite indication light above it. NF 5/82 A further t\/o stations have liad tlie starting signals altered so that they v/ill not clear until the appropriate approach track circuit has been occupied for 15 seconds, similar to other stations that are closed outside nonnal traffic hours (e.g. Fairlop, Temple, West Brompton, etc.) Edgv/are Road (Bakcrloo line) v/as operative from 22 November I9SI (signals A4I4 northbound and iV^-5 southbound), follov/ed by Bov/ Road from 5 December 1981 (A884 x/estbound, A8O7 castboimd).

13 A new edition of the 'London's Railways' poster nap, shovmig loth Under• ground and British Rail neti/orks in and around London in diagi-animatic form, has been published hj London Transport. The na.p is being posted at over 800 in and LT stations in the GLC and south-east area, and is part of the contin• uing pi-ogramine of co-operation beti/cen British Rail and London Transport. A BR freight train became derailed in the early hours of Monday morning 26 October I98I on the northbound line adjacent to the LT station at West Bronpton. In all, four 100-ton fuel tan!c wagons were derailed, and one became punctured and subsequently leaked aviation fuel. District Line trains non- stopped IJest Drompton station mitil 22.00 that day, after wluch services vrere suspended betx-zeen Earls Court and parsons Green so that the fuel, v/hich has a lov/ flash point, could be pumped av/ay. Services continued to be suspended on Tuesday moniing 27th imtil 08 . 20, after v/Iiich a thj:'ough service v/as res• tored, although tlie first fev/ trains non-stopped. In the peak until services were resumed, five trains shuttled betx/cen Parsons Green and Wimbledon, and tliree trains betv/een Sdgv/are Road a.nd Earls Court (running empty to Olympia to reverse). Special road services x/ere provided betx/een West Kensington and parsons Green. It is believed that the tx/o-trains-in-each-direction service betx/een Clapham Junction and Oljaapia x/as reduced to one, and x/as re-routed via Willesden and Kex/. Sainsbury's have signed a £3 million contract to,buy the British /iirx-/ays lease on the West London Mr Terminal. Gainsbury's x/ill spend a further £10 million on converting the old departiu-'e and arrival halls into London's largest supermarket. The store is scheduled to open in tx/o years time. Some of the country's best lmox-/n art x/orks lAll be featured in a £3 million nex/ look for the Bakerloo Line areas of Charing Cross station (formerly Trafalgar Square). Work x/as scheduled to start on the project on Mondajr 7 December, from xdiich date the Bakerloo Line ticket hall and escalators x/oLild close for the duration of the x/ork. The Balterloo platforms x/ill have nelamine murals along their x-/hole length, using the sane technique as onsthe.,..:. Northern Line platforms at Charing Cross, The design, based on paintings from the nearby National Gallery and National Portrait Gallery, x-/ill be unveiled x/hen the tt/o-year task is conpleted. The old Trafalgar Square ticket hall x/ill be completely rebuilt, liaving nex/ x/all, floor and ceiling finish• ings, as x/ell as a nex/ ticket office and nex/ signs. During the time the Dakerloo ticket hall and escalators are closed, access to the Dakerloo Line platforms x-/ill be via connecting passagav/ays and escalators to the ticket hall under the ER station forecourt. Charing Cross is the first major schonc in London Transport's new £60 liiillion station modernisation prograi^ime, recently approved by the Greater Loiidon Comicil. Other stations in line x-/ill be the Central Line platform.s at Tottenham Court Road, Oxford Circus and Bond Street. Each platform x-/ill have a similar treatment, in that cable ducts and platform fittings v/ill be in Central Line red. There x/ill also be individual decorative ti'ea.tment by distinguished artists. Work on these thxee stations is ej^pected to start in the spring of I982. LIE 10/82 New interchange facilities for British Rail and London Transport passengers came into use at Blackhorse Road station on Monday lA December I98I. Nex/ BR platforms, reached by footbridge, have been bui_lt beside the Underground station booldng hall, x-/IxLch x/ill serve both the Victoria Line and BRs line betx-/een Gospel Oak and Barldng. The old BR station and platforms on the opposite side of Blackhorse Road have been closed. N? II/G2 The non-electrified connection from tlie Southern Region noln line at PAcImond to the lines served by LT and LHR trains (although ox/ned by the SR), orig• inally laiox-/n as the 'middle east siding' - see diagram on page 155 of UN 22l x/as used in the small hours of 11 October I98I, so that track relaying could place from Pdckaond to Bollo Lane. It should be pointed out that this could only be done via Pdcliiaond, miless the engineers trains x/ere sent on an e'ctensive detour to reach Bollo Lane (Acton) from the other direction. IIF 12/02 Problens \;itli leaves on tlie tracks north of Riclanansvrorth liave been greatly reduced during the antanin of I9OI. T'ds is because LT have carried out an extensive tree lopping programme, mostly bct-v/een Chorley IJood and Chalfont, and the .leaf-clearing train (3SL110A-F311-EGL113b) has been m.odified to spread 'sandite' - a r.iixture of sand in gel - onto the running rails, vliich gives effective adhesion for about six hours. A leaflet dated lA October I9GI iras issued jointly by both BR and LT, signed by tlie respective Divisional llanagers - Mr.H.Reed of the UU, and Mr.II.Fish of LT. r/liilst no extensive dela3rs were recorded tills autumn (compared v.dth I9o0), there v/ere still occasional minor delays, caused mostly v/lien the lea.f clearing train could not be run because of defect. On BR metals north of /imersham, tlie sight of men armed v.ath besoms looked really comical in tliis tecluiological age .' IIF 13/02 On Saiairday 21 llovenber I9OI, a tragic accident took place on a 'dovm' escalator at on the Victoria LJ.ne. It happened after football fans v/ere returning from the Tottenham v Manchester United match. It is believed that a group of fans ran up the doxai escalator to meet a rival group already on the v/ay dov/n, after uliich fighting started, /in un!aiov/n person operated the emergency stop diamond, T/Iiich caused those on the escalator to overbalance, sending many of tliem hurtling dov/n to the bottom, piling on top of each otiier. One person died and ten others v/ere injured as the result of crusliing. The escalator v/as out of use until the follov/ing Monday, for tests and investigations. IIF 14/02 During the reconstruction of Chorley Uood station, some temporary paper name signs have been erected v/itli the station name as one v/ord. It is reported that v/hen rebuilding v/ork has finished, all signs are to be replaced by those bearing the name as one v/ord. IIF 15/02 On Friday 10 December I98I at 12.35, a 400-yard length of current rail v/as displaced on tlie v/estbound Piccadilly Line at South Kensington. Services v/ere imediately suspended bet\/een Green Park and Hammersmith, and the follov/ing shuttle services v/ere instituted: Rayiiers Lane - Acton Tov/n HeatIu-"ov/ - Ilarxiersmith Green Park - Amos Grove /\rnos Grove - Cockfosters Tlirough services v/ere restored on a restricted basis from just before I7.OO, v/ith a 'special' service operating for the rest of the day. During the evening .peak, the follov/ing services v/ero v/orked, v/ith the follov/ing 'special service' train numbers: 4OI-404 Four trains, i\rnos Grove - Cockfosters. 4II-4I7 )_ Crev/ed by east end crev/s, i,e, ) 28 trains running 42I-427 ) Oala/ood, Arnos Grove and Uood Green. ) 5II-5I7 ) Crev/ed by v/est end crev/s, i,e. ) betv/een Arnos Grove 521-527 )~ Acton Tovni and Nortlifields. ) and Heathrov/. 5OI-505 Five trains, Acton Tov.ii - Rayners Lane. IlJj' 16/02 It is reported that LT are considering purchasing tv/o or tliree ex~BR class 25 Bo-Bo 1,250 h,p. diesel locomotives to augment the service locomotive fleet. On Thursday I7 December I9OI, locomotive 25.306 v/as loaned by the LHR to LT for clearance tests. Originating from Cricklev/ood BR depot, the trips started on LT metals at Harrovz-on-the-Iill at 10.00, and v/orked: Harrov/-on-tlic-I-tLll to AEiersham, Ajnershan to I/a tf ord via North Curve, r/atford to /iinerslian via North Curve, Anersham to Plclmansv/orth bay platform, Piiclaiansv/orth bay platform, to IIa.rrov/-on-the-I-till platform 6, Harro\/-on~the-I-Ell to Uxbridge siding No. 24, road, Uxbridge siding to Neasden depot, Neasden depot to Ilarrovz-on-the-rjill. From there, the locomotive returned to the LIIR via tlic crossover north of Ilarrov/-on-the-IiLll s tation. 15 U? 17/82 Tlie first-ever (?) derailraeut of a D stoci; train occurred on Thursday morning 17 December I98I, r;hen train 32, the O7.OO from Upminster depot, became derailed on No.52 road on the depot reception road. The leading car of the train (7514) was completely derailed. Fortunately only two trains were cancelled as a result of the derailment. Re-railing v;as completed by about 12.30. IIF 10/82 D stock unit 70O2 \/as the first to be delivered from Metro-Cammell fitted witli grab rails, to assist disabled persons. There is one grab rail per car side, and these stand proud of the body. For the location of these grab handles in relation to the train doors, see diagram at top of page opposite. It is reported tlmt the D stock units already delivered and in service vri.ll have tlu-s modification carried out at Ealing Common, and all subsequent new units delivered idll have them already fitted. 1I.F 19/02 In recent months, much work has been going on in the I-Egligate and Park Junction areas, in removing redundant track and signalling. The former north• bound line from IHghgate tumael mouth to Park JiznctLon has lain derelict since mid-1967, when that line was closed because of the weak bridge at Crouch End. The southbound line continued to be used for a little longer - luitil September 1970, v/hen the v/hole route was closed. A diagram of the area as it nov/ is can be seen opposite. These v/ere effective from 12 October I98I. IIF 20/82 On Thursday 10 December I98I, a BR track recording train operated from the Southern Region and via the IJimbledon line, and then via the District Line to Parsons Green, presumably for track recording tln^ough East Putney station and UP to the,GR/LT boundary on Putney Bridge. The train v/as formed of tv/o illastings^ DMU pov/er cars, v/ith a track recording coach in the centre. The 'Hastings' pov/er cars have flat sides (as do the Hastings trailers), being narrov/er in gauge for the restricted v.adth tunnels betv/een Tunbridge T/ells and Hastings. Scheduled for a 12.30 arrival at Parsons Green, v/here it v/as to reverse in the sidings, the train eventually arrived some t\70 hours late, because of a defect discovered at Uimbledon. IIF 21/82 A BR style notice has been observed at the end of Paddington platforms 13 and 14, v/arning staff of the adjacent LT electrified tracks (the Hammersmith & City Line, i/itLch use platforms I5 and 16). Tliis must be a uniqiie notice for the IJestern Region of British Rail, v/lio have no electric lines of their ovai. IIF 22/S2 '"/inter v/eatlier came a little earlier than cjcpected, for Tuesday 8 December sav/ v/idespread snov/falls in southern England. Despite sleet trains being operated tlirougiiout the night on all lines (except the Victoria), LT suffered many big delays because of the ice and snov/, in one v/ay or another. The Metropolitan Line had no i/atford service until about 13.00, and similarly the Ghesham branch did not commence ruiuiing until 12.30. The Uxbridge line service also suffered because of a tree on the track at Ickenham, brought dovm by the v/eight of the snov/. It v-/as not until about 10.30 that Jubilee Line trains started running to Stanmorc, although the first fev/ trains x-/ere sent northbound, but got stuck on the upliill climb from Queensbury. The Bakerloo did not operate beyond Queens Park, although a points failui'e there delayed v/hat sei'vices v/ere running. The Central Line operated a naimber of shuttle services: Ealing Broadv/ay-Wliite Olty, Loughton-Epping. The IMnault-v/oodford service v/as also delayed for a time because of fallen trees. On the Piccadilly Line no service initially operated betv/een Oata/ood and Cockfosters because of frozen points, and thus verj'- fev/ trains entered service from Cockfosters' depot. The northern Line, v/liich optimistically started the day v/ell, v/as also in trouble by 07.30, v/ith trains becoming stalled at Burnt Oak southbound, Colindale southbound. Brent Cross southbound, Hendon Central northbound, beti/een Golindale and Burnt Oak on the northbotvnd, and betv/een Totteridge and IBLgh Barnet on the northbound - all at the same period of time .' There x/ere two instances of trains assisting others, v/ith the resultant 14 cars arriving at Golders Green and ligh Barnet. A 'repeat performance' on Friday 11 December ca-used similar chaos, but most interesting v/as the diversion of three Eakerloo line 1933 stock trains onto the Jubilee Line, v/here they operated betv-zeen Ciiaring Cross and Stanmore from about 10.00 until nidday, because of the snow

16 D STOCK - LOCATION OF OUTSIDE DOOR (iRAB HANDLES

'X' =Grafa Handles

DM 'A» END WEST TRAILER UNDM 7082 17082 8082

• J A

UNDM TRAILER DM 'D* END EAST 8083 17083 7083

HIGHGATE & PARK JUNCTION

Dotted lines show trackwork removed during the period 1956 to 1981

HtCHfiAYE ALEXA)i»KA WOOD fALACl NI6HGATC SKAMCN DEMT

60O»SYAC»

17 NF 22/82 disinipting the 1972 Mkll stock trains on that line. Because of the snov/ (ctd.) causing motor problems v/ith A stock on the llctropolitan Line, the number of trains cancelled because of this at one time reached eight. Thus, on Tuesday and IJednesday mornings, 15/16 December I98I, a 6-car train of C stock x-/as used on the Iletropolitan main line, v/orId.ng train 17 on both days; 07./.8 (empty) Neasden depot to Ilarrov/-on-the-I-tLll OO.00 ilarroxz-on-the-rmi to vmershan (fast) ' . . 08.39 Amersham to Aldgate (fast) - 09.44 Mdgate to Harrov/-on-the-I-Iill 10.34 (enpt;'-) Ilarrov/-on-the-I-Ell to Ileasden depot IJliile C stock use on the Iletropolitan 'main line' occurs relatively fre• quently as far as Harrov/, any trips beyond into the 'country' usually occur at v/eekends or late in the evenings. So far as it is Imov/ii, tlxLs has been the first use of such stock in a morning peak period - especially to and from Amersha.m. A correspondent reports tlie follovmig details in gefcLng to v/ork on Tuesday G December: Scheduled Actual Time Time 07.15 07.20 Stoke Mandevillc depart 07.33 ' 07.45 ' Amersham arrive 07.34 08.50 AiTiersham depart 07.56 09.30 Harrov/-on-the-IIill arrive During theBBC TV midday nev/s programme, Ilr. Char les Cope,- Operations Director of the Underground, v/as interviev/ed about v/hy the v/intry conditions alv/ays seemed to affect LT rail services. He e^qilained that the snov/ arrived earlier than e:!q?ected, and although sleet trains v/ere operated during the night, they •'•••v/ere-unable to m.anage v/ith the exceptionally heavy falls of snov/. To provide the equipment needed to keep the Underground running normally in such conditions v/ould reqviire an enormous amount of money spent - and bearing in nn.nd that tills might only be used a fev/ tines a year, if that in some years, it v/ould not be practical. On the front page of Traffic Circular No.40, a personal message to all staff v/as printed, thanldng them for all their efforts under such difficult conditions, signed by lIr,Cope, IIF 23/02 Fiirther to NF 210/Gl, further 197?- McI stock Di-Is to be modified v.ath Train radio are: 3209, 3309, 3500, 3526 and 3527. IIF 24/02 1973 tube stock units still to be fitted v/ith fans are: 153, 157, 159, 162, 179, 212, 243, 252, 076, 8OO and G92. In addition, car 208 also has to have fans fitted. IIF 25/82 I/liat is nox/ an amaual event, the boolcing hall at Eastcote station has been specially decorated for Cliristmas. The efforts by the staff x-/ere recognised by Thames TV Nex/s, x/ho devoted part of one of their evening progi-ammes to to it, and interviex/ed some of the passengers, all of x-/hom thought the staff's efforts x/ere x/orthx/liile.

Underground Nev/s is printed and published by the London Underground Railv/ay Society. Correspondence for tliis journal should be addressed to the Editor Underground Nev/s, 'Heidi', 13 Castleton Road, Sastcote, Ruislip, Iliddlesex, HA4 900. Members requiring a reply to their correspondence are asked to enclose a stamped addressed envelope, v/hen x/riting to any Society Officer, please quote your membersliip number on all conmunieations, inclviding applications for visits. •' •'" The last full list of Societj- Officers' addresses x/as published on page 10 of this issue of Underground Ncv/s. For non-receipt of journals and changes of address, correspondence should be sent to the Registrar and Despatch Officer, 67 I/eltmore Road, Luton, Eedfordsliire, LU3 2TN.

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