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Underground News UNDERGROUND ISSN 0306-8617 NEWS Second series Issue number 200 THE TIMETABLE for period beginning g September 1973 Frldg.y 8 Scy>teaiber SlilQ Show bj I!roB,R,Hardy, 'Undersround Rolling Stock in Great Eiit^.in (London, Livej-pooi and Glasgow)' 1900 for 19^5 at HGrnmersmitli Town Hall. •5gturday l6 September Jiorning visit "to Hatnraersmith Depot. FULLY BOOKED. The Soc^iety will be operating its Sales Stand at the third Gala Day and Collecors' Sale, Syon Park. 1100-1800. IJednesday 4 October Library Evening ig^Jo, The Society's Library open for inspection at 9A Dunrobin Court, 589 Finchley Road, London rW3 6KE, Saturday 7 October Morning visit to Lillie Bridge Permanent V7ay Depot. Restricted numbers. Applications with SAE to Mr.G.A.Finsh, I61 Valetta Road, London W3 7TA, Fride.y 13 October Talk" by Mr,PcR,Davis, 'The Search for the Crystal Palace Pneumatic Railway'. I9OO for 19^5 at Hammersmith Town Hall. Saturday 21 Octobor The Society will bo operating its Sales Stand at the L.O.T.S, Transport Spectacular at the Central Hall, Westminster, SWl, iiOO to 1530, ^'^y 3 November Aftsriioon t-^isit to the Waterloo & City Railway. Applications with SAE to ^•r.G.A.Finch, I6I Valetta Road, London Vf3 7TA. Tujet^day 7 November Library Evening 1^30. Other details as for k October. Friday 10 November Talk on 'Railway Timetable Cotrpilation' by MrrDc,Fox, London Transport, 1900 for I915 at Hammersmith Town Hall. Published 12 times a year by the London Underground Railway Society Correspondence should be addressed to The Editor, Underground News Opinions expressed are those of contributors and not necessarily endorsed by the Society © The contents are copyright SOCIETY MEETING - 9th JUNE 1973* ^'^.Carson The Hammersmith meeting held on 9th June 1978 consisted of a paper entitled 'L.To Bridges' presented by Mr,0,6.Jobling, Design and Construction Engineer (Civil Engineering) L.T.E., before 35 ro<?mbers and 3 visitors. Mr.Jobling outlined the types and construction of all L.T.E. bridges, they are either overbridges or tinderbridges being of brick, concrete, cast iron, wrought iron or of steel construction. MreJobliiig then outlined the needs for bridge reconstruction. These are: - 1) Replacement when existing structure is life expired. 2) Replacement owing to road widening works etc, 3) Providing a new bridge where no structure previously existed for major road cr motorway projects etc. After Mr„Jobling detailed the cr-iteroir for bridge reconstruction and replacement he iTent on to eIiow slides of three projects:~ 1) Construction of pre-stressed concrete bridge for the Mil motorway between Roding Valley and Chigwell in 197I/2. 2) Replacement of bridge HB65 over the Great North Road at High Barnat in I966/7. 3) Raccnstruction of bridges MRI6 and MRI7 at Kilburn between 1976 and 1978. Finally, MroJobling gave details of the latest progress of the Kilburn bridge reconstruction work, which was followed by a lively discussion period, 17e thank llr.Jobling for preparing and delivering his paper to us. SPECIAL EMERGENCY ENGIIs^SERING WORK ON THE NORTHERN LINE GENERAI. The removal of a ^30 yard length of bltie asbestos installed as a lining in the southbound Northern Line tunnel between Golders Green and Hampstead, started on Sunday 25th June I978. The work was scheduled for two weeks (despite what was said on page k^l of UN195 I) but because of problems encountered, it took longer than planned, firstly taking an extra week, and then another, making four in all and finishing on Sunday 23rd July 1978. The special services scheduled for the initial two weeks operated throughout. The asbestos was applied to the tunnel as a lining in 1932 in an experiment for scnndprocfing. After recent testa, it was said that the affected area was not dangerous in that the level in the atmosphere vfas far below the safety level, but it vras decided to remove it any way. IKE WORK Private contractors ivare hired to deal with the job of romoving the offending material, being the Romford Mobile Welding Services Group. The area was sealed ais—tight at both ends with double doors 53^ and accesn to and from the site of work at street level was at Bull and Bush, the proposed station south of Golders Green that was never builto The entrance at street level was constructed in the 1950's for access to the tunnel floodgate control room, A seal was also provided preventing access to the northbound tunnel at Bull and Bush, whilst the work was in progress, A team of kO workmen v/ore non-porus nylon 'space' type suits with respirators and showers were provided at Bull and Bush for use at the end of each shift. The work entailed chipping off the offending asbestos by hand, the cleared area then sprayed with high pressure water jets. The asbestos was then sealed in double bagged heavy duty polythene, these being washed down thoroughly. They were then stored on the northbound platform at Bull and Bush, From there, they vj^ere taken to Golders Green depot by Engineer's train (Ballast train) over a period of four nights; Tuesday nightAi^ednesday 18th/IQth July to Friday night/Saturday 21st/22nd July 1978, The train used for this part of the cper-ation comprised two Battery locomotives and four Flat wagons, the same train each night; L33 - F353 - F383 - F344 - F323 -L2h« Each of the four Flat wagons was lined with polythene sheeting, which, after washing, was wrapped over the bags. P'rom Golders Green depot, the offending material was taken for disposal by road. SUNDAYS 25th JUI^JS and 23rd JULY 1978 - until 1000, It was decided that, rather than suspend the service completely between Golders Green and Harapstead, to run a service in both directions over one line, that being the northbound. To enable trains to work in both directions over one line, special signalling arrangements had to be commissioned (Sunday 25th June) and later subsequently restored to normal (Sunday 23rd July). Thus from the start of traffic on both of those dates until 1000, the service was suspended between Camden Tow^n end Brent Cross, Scheduled Edgware via Embankment trains were diverted to High Barnet (giving a 7-J minute service) and Colindale via Bank trains were diverted to Finchley Central, These diversions, with the normal service in addition, gave a combined service frequency of 3z-'i minutes between Finchley Central and Camden Town. Between Camden Town and Brent Cross, a replacement L.T. bus service was provided calling at all stations. It comprised I5 buses} 10 'Red Arrow' MBA type from Gillingham Street (Victoria) garage, and 5 SMS type from Potters Bar garage. The SMS's were operated by drivers from Holloway garage, as this garage did not have that type of vehicle a'-'aiiable, This arrangement applied on both Sundays. The route taken by the buses was (southbound from Brent Cross) via Station Approach P.oad, Highfield Avenue, Golders Green Road, Bus Station (on ths second Sunday), North End Road, North End Way, Heath Street, Kampstead High Street, Rosslyn Hill, Haverstock Hill, Chalk Farm Road, Hawley Road, Camden Street, Camden Road, Bayham Street, Pratt Street, Camden High Street and Kentish Town Road, 535 Buses travelling northbound from Camden Town travelled via Kentish Town Road, Hawley Ci'escent (one bus went via Buck Street instead of Hawley Crescent), Chalk Farm Road and then exactly as the southbound journey, but reversed, to Brent Cross Station Approach Roado The picking up and setting down points for the buses were scheduled to be at:- Camden Town Opposite station in Camden High Street (both ways) Chalk Farm Outside station (northbound), opposite station (southbound), in Haverstock Hill, Delsize Park ~ Opposite station (northbound), outside station (southbound), Hampstead - Opposite station (northbound), outside station (southbound), in Heath Street, Golders Green - Opposite station forecourt in North End Road (northbound), adjacent to station forecourt in North End Road (southbound). Brent Cross - Station forecourt (both ways). I have no reports about whether these arrangements were carried out on 25th June, but a correspondent reports that on 23rd July, some picking up and setting down points were not used as shown above, (Note that Hampstead station entrance is in the High Street and not in Heath Street, and anyv«-ay, Heath Street is exceptionally narrow, vrhereas the High Street is not). The actual arrangements for the 23rd July are thus shown below;- Camden Town Kentish Town Road, just north of station entrance (both ways) Chalk Farm Operated as above Belsize Park } Hampstead Just south of station entrance (southbound), opposite southbound stop (northbound), in Hampstead High Street. Golders Green The Bus Station was used for both directions; outside the station entrance (northbound), Green Line Coach Stop 707/717/722/732 (southbound) which was out of use for the occasion* Brent Cross - As above, but the west side for setting down, and the east side for picking up. A generous 3^ minutes vras allowed for the bus journey in each direction between Brent Cross and Camden Town, and most journeys took considerably less. In consequence, there was usually two or three busea at each terminus. Between Brent Cross and Edgware, a special service of two trains operated, one on each line, in service in both directions. The two single lines were:- 1) From Edgwars Platform 3 to Brent Cross Southbound Platform. 536 2) Edgware Platform 2 to Brent Cross Northbound Platform, Each single line was protected by securing all points to be traversed on route in the normal position (at Edgware, No's 7? 8, 20, 21 and 22 crossovers; and Colindale 7 and 8 crossovers).
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