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
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). At Brent Cross, a timber baulk was placed across each track, and three detonators each 20 yards apart were placed on the track at the approach side of the timber baulks<, The southbound line had additionally a red flag at signal A419, the southbound starting signal. At Golders Green, protection was arranged by maintaining the northbound starting signals at danger (03^ from platform 1 and G35 from platform 3). For each trip in the 'wrong' direction, extra running tims of 2^ or 3 minutes was allowed. Single Line Working was set up on the northbound line with the last (err.ipty) train from Golders Green to Edgware on the Saturday night previous. The southbound line was set up v/ith the first (staff) train on the Sunday morning. Single Line Working was withdrawn on both lines after the last scheduled 'wrong direction' trip, which was about 09^5, The trains operating the single lines weret~ Sunday 25th June: Northbound - Train 1 - Units ll68 1023 1959 Tube Stock Southbound - Train 37 - Units 3321 + 3501 1972 Tube Stock Sunday 23rd July: Northbound - Train 1 - Units 3350 + 3535 1972 Mk.II Tube Stock Southbound - Train 10 - Units 1228 + 1143 1959 Tube Stock
THE SERVICES - from Sunday 25th June to Sunday 23rd July 1978
Special Working Timetables were issued for the special working, being 32A (Monday to Friday), 31A (Saturdays) and 29A (Sundays). For the special work on Sundays 25th June and 23rd July up to 1000, supp3.ementary timetable notices (l46 and 147 respectively) were also issued, although the latter was intended for 9th July and was dated for such; it was held over to operate on 23rd July.
1^ Saturdays and Sundays From 1000 on 25th June, after the temporary signalling had been commissioned and tested, a through service was provided on the Edgware branch, running trains in both directions using only the northbound tunnel between Golders Green and just north of Hampstead. On Saturdays and Sundays all trains to and from Edgware (Avith some early morning and late night exceptions) ran via Embankment, Trains that were normally scheduled to Colindale via Bank were diverted to Finchley Central, whiltit the Saturday Golders Green to Kennington via Embankment 'local' service was withdrawn altogether. On Saturdays and Sundays, the normal service intervals were scheduled via Baiik, and between Kennington and Mordan. On the Edgware branch and between Camden Town and Kennington via Embankment a reduced service operated. Between Camden Town and Finchley Central 537 a service tno.T-e frequent than normal service operated, the additional trains beixig those that would normally work to Colindale» The normal frequencies were provided to and from High Barnet and Mill Hill East. Services normally ran self contained and were identifiable by their 'set' number Edgware & Kennington via Embankment 1~7 and 10 High Barnet & Kennington via Embankment 31~37 and kO Mill Hill East/Finchley Central X ,01-107, 110-117, 120-127 & Morden via Bank J ' Manned spare trains wore provided for use as required, one at Goiders Green (301) and one at Edgvrare (302). Empty stock trains booked to operate in the timetables were numbered 430-437• The service intervals were (Saturdays);? between Edgware & Camden Town., Mill Hill East 8c Finchley Central, High Barnet & Finahley Central 12 (20 before 1000, 15 evening), Finchley Central & Camden Town 2-6 (4-10 before 1000, 3~7-2 evening) - this meant three trains every 12 minutes, 20 minutes and 15 minutes respectively, as they were not evenly spaced, Camden Tovrn & Morden via Bank, Camden Town & Kennington via Embankment 6 (10 before 1000, 7^ evening),. It is the Embankment section that had a reduced service as it is normally 4 (6^-7 before 1000, 5 evening) The intervals on Sundays 25th June (* after lOOO), 2nd, 9th and l6th July xrere; between Edgware & Camden Town, High Barnet & Finchley Central, Mill Kill East & Finchley Central 12 (15 before 1000 *) Finchley Central & Camden Town 3 trains every 12 minutes (3 trains every 15 minutes before 1000 *) Camden Town & Morden via Bank, Camden Town & Kennington via Embankment 6 (7^ before 1000), Note * On 25th June, the special arrangements shown on pages 535-7 operated until 1000.
2) Mondays to Fridays For the Monday to Friday service, 87 trains were required for service (as against 95)? although with some starting later from depot in the morning and stabling earlier in the evening, not all 87 were in service at the same time; a maximum of 79 (80 evening) being in service at any one time. The ntimber of trains put into service from the various depots and sidings was revised as follows (the full service requirements are shown in brackets):- Morden 28 (39)? Edgware Station and Platform l4 (13), Golders Green Depot 15 (I6), Golders Green Station and Sidings 4 (5), High Barnet Station and Sidings 10 (8), Highgate Depot 10 (9), East Finchley 1 (O), Highgate Wood Sidings 5 (5)» In order to have the stock in the correct position for the revised timetable on Monday 26th June (and indeed for the eventual return to normal on Monday 24th July) eight various stock moves took place from mid morning on Sundays 25th June and 23rd July. Between these two dates, trains were outstabled at night at places where this is not normally done; Golders Green Platform Noo5, Edgware Platform No., 2, High Barnet Platform Nos,2 & 3, East Finchley Station or Siding, and on the southbound line adjacent to Highgate Depot, at the approach to signal MII5B,
538 The Monday to Friday service during the midday off peak vras self contained, and trains could be identified by their 'set' numb ei's s - • Edgvrare & Kennington via Embanlcment l-7f 10-12 High Earnet & Kennington via Embankment 31-37, 40-42 Mill Hill East/Finchley Central & Morden via Bank 101-107, 110-11? 120-127, 130-133 During the midday off peak, the pattern of services operated was as on Saturdays and Sundays, but at the following intervals:- Edgware & Camden Town, High Barnet & Finchley Central, Mill Hill East & Finchiey Central 10. Finchley Central & Camden Town 2-5 does 3 trains every 10 minutes) Camden Tovm & Morden via Eanl: 5, Camd<3.n Town & Kannington via Embankment 5 (normal service interval 3-3i)c. Like on Saturdays, the Golders Green & Ksnnington via Embankment 'local' trains v/ere withdrawn. The period of peak-hoiir operation was extended to start earlier and finish later both morning and afternoon peaks. At this time, services were not self contained, and trains worked to any destination via either route, 'set' numbers bearing no resemblance to the route via which they travelled. The numbers used for peak hour trains were 51-57, 60-64, i4l-l47, 150-157, 160-167, 170-174 The peak-hour operations were more complicated, and are detailed as follows Frequencies: Edgware & Hampstead 5~10 (three trains every 20 minutes, two via Embankment, o:?.-. vi.'^. Bank - southbound morning, northbound evening). In the reverse direction (northbound morning, southbound evening ~in the opposite direction of peak travel) every 20 minutes, supplemented by a 20 minute service between Golders Green and Edgware (also northbound morning, southbound evening) giving a 10 minute service between these two points. In addition, one train every 20 minutes via Bank was schedtzled to reverse north to south at Hampstead, thus giving a 10 minute service to each route in the Central Area, and a combined interval of 5 minutes between Hampstead and Camden Town (southbound morning, northbound evening). The Edgvrare branch service thus operated in 'blocks' of 20 minutes, and examples of these are shown below to explain more fully the above. SOUTHBOUND - Morning NORTHBOUND - Morning Edgware 00 05 15 From (Route) CX B Colindale 04-5 09l 19| Camden Town 17 19 Golders Grn 12 17 27 Hampstead 23 25 Hampstead 18 23 23 33 GoJ.ders Grn 27 37 Camden Town 24 54 29 39 Colindale 34 44 Route via B CX B CX Edgware 39 ^9
Route codes: CX - Via Embankment B -Via BarJc
539 NORTHBOUND - Evening SOUTHBOUND - Evening From (Route) CX B CX B Edgware 19 29 Colindale 23i 331- Camdfisj Town 19 22 32 29-1 Golders Grn 31 41 Hampstead 26 281 36 41 Hampstead 51-1 36 Golders Grn 31 41 46 Camden Town 41^ Colindale 38 48 53 Edgware 43 53 58 Route via B CX
It will be seen from the above that the trains reversing at Hampstead had only 3 minutes to do so, and additional crews (two crews at a time) wei-'e provided during the peak to 'double-end* these trains, thus giving a quick turn round. In the meanwhile, the normal train crew changed ends in the platform at Hampstead, while their train was being reversed for them. For these trains, a 'Shunt & Reverse' sign illuminated midway along the northbound platforrao It can also be seen from the above 'blocks' that only one train is scheduled to be on the single line at a time, A service interval of 2^-3 minutes (4 trains every 11 minutes) is normally provided in the peaks on the normal timetable between Edgware and Camden Town, and it is very evident that the special service was much less than normal. To supplement the reduced service between Goldsrs Green and Camden Town, 10 coaches provided by various operators carried passengers southbound in the morning and northbound in the evening, running empty in the opposite direction. On the Barnet branch, services were similarly arranged in 'blocks' but of 10 minutes, approximately as follows SOUTHBOUND - Morning High Barnet 05 08 12 The next 'block' of departures Mill Hill East 18 from High Barnet will thus be Finchle/ Central 15-| 18 20-| 23 at 15, 18 and 22, from Mill Archway 25 27-1 30 32| Hill East at 28 and from Camden Town 3ll 34 36|- 39 Finchley Central at 254, 28, 30| and 33. Route via CX B cx B
NORTHBOUND - Evening From (Route) CX B CX B Camden Town 18 20 23 25f Archway 24 26^ 29 31-1 Finchlsy Central 33l 36 39 42 Mill Hill East 36 High Barnet 46-t 49-1 52I
Route Codes; CX-Via Embanlanent 3 - Via Bank On the normal timetable, the service to and from Mill Hill East in the peaks runs via Embankment, and via Bank at other times. This basically held good on the temporary timetable, except for the
540 southbound servics between I6OO and I9OO, when the routes alternated (i<,e, a iO minute service, every 20 miiiutes by each route). The service pi-ovided on the Barnet branch was slightly more frequent than on the normal timetable and the intervals were:- High Barnet & Finchley Central 3-4 i.e, 3 trains every 10 minutes, as against 3 trains every 11 minutes. Mill Hill East & Finchley Central 10 (normally il), Finchley Central 8c Camden Town 2^ (normally 2^-5 ot 4 trains every 11 minutes). The service in the Central Area and on the southern section to Horden was also x'evised at the following intervals Via Embankment 3-5-| (3 trains every 10 minutes) southbound morning and northbound evening. In the opposite dir-ection (northbound morning, southbound evening) the interval was every 4 minutes. Via Bank (3 trains every 10 minutes) southbound morning and northbound evening. In the opposite direction (northbound morning, southbound evening) the interval was every 4 minutes, Kennington & Tooting Broadvray 2-3 (normally l-|^-2) Tooting Broadwajr & Morden 2-5 (normally 2-3) Generally, reasonable layovers were given at most reversing points, and at Edgware, to recover any late running over the single line section, about 15 minutes was allowed on most trains until about 2000, I-Iore use was made of High Barnet sidings and Highgate depot between the peaks in that High Barnet stab3.ed 5 trains (normally 3), and Highgate depot stabled 7 (normally 2)« Ths^e same numbers of coxu'se start up into service in the afternoon, With the more intense service on the Barnet branch, especially during the midday off peak (3 trains every 10 minutes), should any failures or problems occur on this branch, it would have been extra difficult to restore the service to normal after the incident, as it would not be possible to divert Barnet branch trains onto the Edgware branch iirith the single line section already being worked to its maximum capacity. The j.nevitabie of coux-se did happen. On Sunday evening 25th June, (the first Simday), a 'dropped' iiegative current rail on the single line caused the Edgivare branch service to be suspended between Camden Town and Golders Green from about 1830 to 2125. On Monday 26th June, a person under a train at V.'oodside Park northbound at 1048 caused a 39 minute delay, on Thursday 29th Jure a signal failure at Kentish Toi^m southbound caused an overall delay of 20 minutes and on Monday 3rd July, a points failure at High Barn-? h at 0745 caused a late running service. Various other little incidents, too ntmierous to detail here occured throughout the four weeks. Because of staff not being available however, the full nivnber of 87 trains did not operate on any day,
SIGNAJLLING ALTERATIONS In order to explain and show the special signalling for the four weeks 5 it will first be easier to look at the Golders Green area as it is normally signalled. CONTiriuea FROM Afievf KIGHT HAMPSTEAD
I Si F7 A A '591 fx 160 162 FlOO FIO F8 to M FS A To (57 k) to to to lo of T5"
9 A A A A >54l 154 152 ISO 148 Gi9 G40 A F2 FX J5i i46C
NOT TO icAte I
GOLDERS GREEN to HAMPSTEAD - TEMPORARY SIGNALLING
Sunday 25th June to Saturday 22nd July 1978 DEPOT
GOLDERS GREEN
(53* G3« 26 ROAD FlxfP -Is «ro UCHT (Dl G43 2S. G2 I'. ^
?iATfa«M s 25 ROAO SB 14 G3I \4 i 24 KOAD ClAT EXD-f 3 NORTHBOUND LOOP
HAMPSTEAD
AREA OUT OF COMMlSiiON (SS) F7
FM F(00 PfO F8 F5 A IS7 To ?o fo~> K) H (>?| ifo
F3 3=T oT G5S» F900 f2 FX J46*
.yor Jo SCALE S!iIJI^I_.SIGM--f;l§. •-W-^*'" Theatre Type Route Indicators Signal Route No, To Temporary Alterations G 3A 1 26 Road 2 27 Road G kA 1 27 Road 2 25 Road Signal and all routes 24 Road out of commission NB Loop J G 5A 1 27 Road 2 25 Road 3 24 Road 4 NB Loop Route 4 out of commission G 50 1 Platform 1 2 Platform 3 G 31 1 Platform 1 2 Platform 3 G 32 1 Platform 1 2 Platform 3 3 Platform 5 G 9 1 27 Road 2 SB Line Route 2 out of commission G 11 27 Road 2 SB Line Route 2 out of commission G 40 1 26 Road I Signal and both routes 2 Depot J out of commission G 41 HI to G 32 2 26 Ro&d 3 Depot G 42 1 to G52 2 26 Road 5 Depot
SIGNALS MAINTAINED AT DANGER G 3B Golders Green Southbound Starter from Platform 5 G 5B Golders Green Southbound Starter from Platform 2 G 6 Golders Green Southbound Advance Starter A 157 Southbound Intermediate Signal between Golders Green and Hampstead F 4 Hampsteed Northbound Starter from Southbound Platform F 10 ^ F 100 > Southbound Home Signals at Hampstead F 11 j
544 nVfiT;,17FC.. S.J;UNA£.S OUT OF COMMISSION (see Diagrams) Southbound: A15O, A158I, FXI6C, AI62. Northbound: AI50, AI52, A154, GX1541, A155, G39 (Route 2 to NB Loop) NEW SIGNALS G 48 - South end of Northbound Loop at Golders Green, allowing movement south over the single line F 900 - A permissive signal on the Northbound line for Southbound trains approach controlled at 10 m.p.h. ALTERED SIGNALS G 4B - Altered to allow trains to proceed into the Northbound Loop, F 9 - Altered to a two-aspect colour light signal allowing South• bound trains on the Northbound line over No,6 crossover at Hampstead to thei:.- iiorraal rovite, A l48-Altered to a semi-automatic signal and renumbered G 59A, G 39 - Altered to read only directly Northbound, and renumbered G39B.
RESTRICTED WORKING It was only possible to get into Golders Green Depot in the following ways:- 1) From the Northbound Platform No,l using G5A route 1, 2) From the Southbound Platform No.5 using G3A routes 1 or 2, It was not possible to get into Golders Green Depot directly from Hampstead, neither from Platform No,4, (Trains from Edgware to depot thus had to travel via Platform No,5, whilst ALL Southbound trains via the single line had to travel via Platform No,4, It was also not possible to get into the Northbound Loop from Hampstead, Northbound trains requiring to run into Platform NOc3 bad to do so using signal G 37 route 2, It was not possible to reverse a train south to north at Hampstead from the Southbound platform.
During the four weeks that the special signalling was in operation, the programme machine equipment was taken out of use, and in consequence, all train movements at Golders Green had to be by 'Push Button' from Cobourg Street Regulating Room, The speed of trains travelling southbound on the single line was limited to 35 m.p.h,, but 15 m,p.h„ over the crossover at Hampstead, Many extra staff were drafted in to assist at Golders Green and Hampstead, and also with the Sunday single line working between Brent Cross and Edgxirare, In all, observation of operations can only be described as a success, bearing in mind that some of the organising departments had less than two months to c-tart planning from scratch. You can't please everybody 11
545 NAMES ANC NAl^lXNG A.Leonard
It takes all sorts to make a world, also an Underground Railway- Society^ some join because of their interest in trains, others because they are engineers. I am no technician and my interest in the Society arises from my interest in the history of London. I would go a long way to listen or read about all the steps that had to be taken before a new railway could be started, whereas I could be scarcely be persuaded to go round the corner to hear about signalling systems - they don't interest me in the slightest. One fascinating aspect of London Transport's history is the names they and their predecessors have given over the years to their stations 3 I have just completed a draft 'chronology' of railway stations in Greater London, that is all the stations listed in the order in which they opened to passenger service (therefore it excludes the first, the Surrey Iron Railway, for horse-drawn freight from the Thames at Wandsvrorth to Hackbridge, Croydon and Merstham 1803-1846), First on the list is Deptford, opened by the London & Greenwich Railway Company on 8th February I836; the line running to a temporary station at Spa Road, Bermondsey before London Bridge was opened ten months later. As Deptford & Spa Road were re-sited, we may believe that London's station with the longest continuous service is London Bridge, Most L,To devotees will knox/ that the earliest of the Underground lines was from Bishops Road Paddington to Farringdon Street on iOth January/ I863 - steam of course. Various private companies added to the jigsaw until the London Passenger Transport Board took over all the Underground lines as well as the buses and trams - that was in July 1933. No doubt some L.T, employees reading this remember the day, though they must now be a small and decreasing band. This was not intended to be a history of London Transport, but an introduction to the fascinating subject of naming. Over 60O stations appear on my list, over 100 of them closed and long since forgotten. However, the effort which v;-ent into re-naming stations was remarkable. One would have supposed that before it was decided to change a station's name, some thought would have been given to the alteration of tickets, timetables, posters, station-signs etc. and that the change would not be put in hand save under the greatest pressure. One is, therefore, a little sxxrprised at the way in which one station which had quite happily carried the name Bayswater foi' over 50 years had it changed to the mouthful 'Daysvrater (Queen's Road) for Westbcurne Grove' in 1922 - only to revert to plain 'Bayswater' eleven years later. One wonders just what purpose was served. Charing Cross, too, lias been a headache as far as naming goes -Charing Cross in 1870, Embankment in I9O6, Charing Cross (Embankment) in 1914, Charing Cross in 1915j Charing Cross Embankment in 1974 and Embankment in 1975. When a nev/ Charing Cross Underground opens, the names Strand and Trafalgar Square will disappear, although
546 th-:? stations themselves will still be there. Brooding over all this is the main-line station erected in l&6k and keeping its original name through thick and thin. Altogether, well over half of London Transport stations have had their name changed. One is inclined to think that stations are 'in' the places after which they ai-e named, but we are not so sure on seeing that one station named South Harrow was in 1926 changed to Sudbury Hill, Harrow, vrhile another South Harrow (and Roxeth) was converted in 1929 to Northolt Park, Thus in 1925 South Harrow had two stations and in 1930 none, although the two stations were there as before - and still are I The rivalry which nattirally existed between competing private companies still lingers on, in that the same name was given to quite separate stations. It must be very confusing to a non-Londoner to book to Edgware Road or Shepherds Bush and then find he is not at the station he thought he was. The same applies to Elephant & Castle which also has a station of the same name on British Rail (Edgware Road and Shepherds Bush are also the names of 'main-line' stations now closed). While on the subject of confusion, someone coming from, say, Scotland to visit someone in Charing Cross Hospital is liable to book to Charing Cross - only to find he is miles &way from the Hospital that he wants - he should have gone to Hammersmith - which is certainly the wrong station for Hammersmith Hospital - better to go to East Acton? Moreover, Brent Cross is not in the London Boro-.igh of Brent, but Barnet^ The whole business of naming is an interesting one, and last year Cyril M. Harris wrote 'What's in a Name ?' giving the derivation of London Transport station names and an account of their re-naming,
LATEST DEVEL0P?;ENTS IN LIVERPOOL Brian Hardy
Further to my article in U.N, I90 on the Merseyrail Underground developments, the situation as on 11th August 1978 was as follows Moorfields (Deep Level) Wirral Line platform was opened from 8th May 1978, with interchange to the Low Level (Northern Line) platforms that were opened in May 1977 'W'hen Liverpol Exchange was closed and the 'link' completed. Also from 8th May 1978, the local d,m,u., service vras withdraw^n betvreen Southport and Lime Street (High Level; Inter City)station. This service, which had only a few trips on Weekdays, was designed to connect into and from Main Line trains to and from London. It was thus no longer required when all interchange facilities on the 'loop' and 'link' had been completed. At Liverpol Central, a subway connects with Lewis's Department Store, and adverts on the trains state 'The Store with a Station in the Basement', New rolling stock (to be known as class 507) initially for the Northern Line, was scheduled for delivery commencing in Jux?s 1978,
5^7 but the first units are now expected in October 1978. They are being built by British Rail Engineering Ltda at York, and will be similar in appearance to the class 313 units operating out of Moorgate, the main difference being that the new units will operate solely on the 65OV d,c, 3rd rail system. Most trains on the Northern Line now have the new type of destination blind (see U.N.I90 page 389) and only one xvas seen on 11th August with the old type displaying TO ORMSKIRK VIA KIRKDALE This particular destination is interesting in that it ±b really a three line destination for a two line display:- VIA HARSH LANE TO Oiy^]SKIRK VIA KIRKDALE It is therefore possible to display either VIA M/vRSH LANE TO ORMSKIRK or TO ORMSKIRK VIA KIRKDALE The route via Marsh Lane to Aintree and Ormskirk vras closed to passengers in April 1957? and it is novr one of the many lines proposed by the Merseyside P,T.E, to re-open and electrify, although now long termt The only route being considered for electrification at present is beyond Garston to Hough Green with the intermediate station at Hunts Cross, Hunts Cross and Hough Green are at present served by d<,moU., trains from Lime Street (High Level) on the route to Manchester via V/arrington, Two Wirral Line units still operate on the Garston service, being on loan.- bu^ have Northern Line car maps stuck over the Wirral Line maps. On 11th Augixst, two units in 'blue and grey' livery were on loan, and boards are still used showing either 'KIRKBY' or 'GARSTON' v/ith the blinds showing blank. One unit however displayed 'KIRKBY' (on a board) and 'WEST KIRBY' (on the blind) at one end, and 'GARSTON' (on a board) and 'NEW BRIGHTON' (on the blind) at the other, which had the makings of total confvision to the unfamiliar traveller i Later on in the day, the blinds were turned to show blank - after a change of crew. Both Wirral and Northern Line stock have had problems with wheel flanges, caused by the track being on concrete sleepers set into a concrete base. Defective units are taken to either Crewe (where one Wirral unit was seen on the journey to Liverpool on 11th August) Toton or Reddish for the wheels to be dealt with. The stocks are still being overhauled and repainted in blue and grey at Horwieh (including the 1938 cars), and so far ten of each Wirral and Northern Line units are in this livery, which excludes those currently at Horwich, Some Northern Line cars have recently been scrapped, but noted at Hall Road were further collision cars, one unit being in the blue and grey livery.
548 Wi.vial Line units ore kept strictly together, being no reformations of the units at all. However, the Northern Line units are constantly changing, being short of stock to meet the full peak service. One five car train was seen (M-T+M~T-DT) in service and three car trains are now becoming common, (The 1730 Liverpool to Southport (Express) was so formed). The level of services advertised (as against provided J ) has remained generally unchanged this year.
RECENT ALTERATIONS - EPPINQ & ONGAR
Following the closure of North Weald signal box in October 1976, the Epping & Ongar branch service was reduced to be worked by one train at all times, thus making redundant the passing loop at North Wealdo The remaining signals on the line were then controlled from Epping signal box if or direct runniBg through platforn 2, and the points involved being secured. From Sunday 30th July 1978, the signals at North Weald were taken out of commission, the points removed and ordinary track put in its place. The line being worked by a 'one engine in steafflf ii) principle. Signals LXI7 and LXI9 were upper quadrant semaphore arm signals of L.N.E,R, origin, and were the last of the type on L.T, railways. It is hard to imagine that up to the late 1960's, on VJhitsun Monday when the Air Display was held at North Weald, that a 15 minute service operated betvreen Loughton and North Weald and a 30 minute service between North Weald and Ongar, with five k-car trains, NORTH WEALD to ONGAR - Prior to October 1976
LX2 I^Xl ^^orth Weald LX3
LXI8 O" PLAT 1
continued above right Ongar
Blake Hall LX21 o-
549 Ths only aignals on the Epping to Ongar section are:- the starter at Ongar (LX21), the eastbound starting signals at Epping {LW21 from platform 1 and LW22 from platform 2; the former being used normally), the advance starter from Epping going towards North Weald (LW20), and the two westbound home signals coming from North Weald (LW2 and LW3). For comparison, the layout from North Weald to Ongar is shown below as at November 1957» when the branch was electrified. The signal box at Ongar was closed from 25rd March I969.
550 Top Ballast Motor car L.65, in Ruislip Depot seen awaiting scrapping. It was cut into two pieces in May 1978 and sent to Bird's of Long Marston by road. (B.R. Hardy)
Middle Pre-1938 tube stock trailer cars nos. 4906 and 4907, coverted to run with 1960 tube stock, seen at Neasden awaiting transfer to Ruislip Depot and the scrapyard. (B.R. Hardy)
Bottom Newly delivered 1973 tube stock at West Ruislip on 18.7.77. Note that the train, headed by car 244-the car Her Majesty The Queen travelled in - is facing the wrong way, having been stored at Bicester, and turned during delivery. (B.R. Hardy) Top 1973 stock no. 172 and C69 stock 5563 at High Street Kensington 2.5.77. The 1973 tube stock had been stored at Bicester and delivered the wrong way round, and was turned during delivery from Ruislip by going via Mansion House and High Street Kensington to Northfields. (R.J. Greenaway)
Middle 1973 tube stock train at Harrow on the Hill in August 1977 during riding tests. (B.R. Hardy)
Bottom 1973 tube stock train headed by car 202 at Northfields Depot after having been used as the 'Royal' train during the rehearsal of the Heathrow extension opening, 12.12.77.
(R J. Greenaway) PROGRAMME MACHINE CONTROLLED SIGNALLING AT SOUTH HARROW
From Monday 17th July 1978, alterations to the signalling at South Harrow came into operation. Previously, the area including the sidings were controlled from Rayners Lane signal box. This arrangement existed from 15th September 1957, which at that time replaced an old District Railvv^ay signal box at South Harrow which had large mechanical levers. Up to 15th July I978, the signals were push button controlled and movement from the sidings to the outlet signal was by talk-back loudspeakers between Rayners Lane signal box and the sidings. On Sunday l6th July I978, the signals on the running lines were adjvisted to work automatically throughout the day, so that conversion \vork co'i.-.ld proceed in the sidings. The area is now controlled by Programme Machines, which are monitored from Earls Court Regulating Room. All controls and indications in Rayners Lane signal box have been removed with the exception of the track circuits from South Harrow westbound platform to Rayners Lane, which are retained for information purposes to the signalman only. The four sets of points in the sidings (formerly Nos, 81, 82, 83 and 84) have been converted to 'chairlock* operation and have been renumbered I7, I6, 20 and 21 respectively. Movement from the sidings is by the newly installed shunt signals (one per siding ~each fitted with a trainstop). An additional shunt signal without a trainstop is situated at the siding exit. At the end of each siding is fitted a fixed trainstop and two red stop lights. Each siding is of identical length, being 388ft. Three train number indicators are provided which display the number of the next train to depart from the sidings. Two apertain to 31 to 35 sidings (of the theatre type), whilst a third smaller indicator relates to 36 siding only. Before the siding signals will clear however, a plunger (operated by the motorman, adjacent to each signal WV9A-E) must be operated, A similar system of train number displays from sidings exists at High Barnet. Rail Gap Indicators have been installed at certain signals which allow movement onto a different traction current section. These are located at signals W2 (for westbound trains proceeding into the eastbound platform), WV7 (for trains reversing east to west on the eastbound line), W9A - F (for trains from any siding to either east or westbound line) and at W22 (for trains reversing west to east in the westbound platform). Other facilities for train movements are retained, and it is still possible to reverse trains vrest to east in either platform, or east to west via the sidings or by shunting ahead on the eastbound lino and back using signal IfV?. The crossover west of the station (on the viaduct) was removed in 1970, and the Tcilling-On' signal W6 located at the home signal WV2 was removed in 197^s>
533 SOUTH HARROW - 'WV* fly TK.AIH H32
tMdlCATO/(5 17 ^ WvTo" H54
H 35 wv WV 505 24 19 2J 'Is KDED '3. WV7 £8 WB •5y
o7 or PLATFORM I %0O \ of A WV4 WV WV WV 2 O? OH S0& 18 22 WV1 Wv« 508
THE MIDLAND SUBURBAN ELECTRIFICATION
The first stage of the Midland Suburban Electrification (M.S.E.) affecting the City Widened Lines of London Transport came into operation on Monday 24th July 1978, when the C.W.L. signalling facilities were removed from Kings Cross Metropolitan L.T. signal cabin. This signal cabin now only controls the Metropolitan Line emergency crossover. In consequence, the C.W.L. area has been converted to automatic working up as far as Farringdon on both lines, with five signals removed. Track indications for the Kings Cross C.W.L. area have been included on the diagram in Farringdon cabin.
0J1 fKOM ICIM6S CAftSS SO*.*. RCAO EK 0J3 0J4 0»iS
to to
''MW UP Ttsrc« povv« 0J9 or CH OJIO 0JJ2
04Z OHiS to 1 or TRtPCOCK T£STE« oewN OOWNf
OJIO The diagrams on the previo^is page show the layout just before the Eastern Region v;-ithdrew its services over the City Widened Lines in 1976, and then the layout from 24th July 1978. (Signal OJ 1 and Co-acting CJ 1 are still in position at Kings Cross York Road, although the track has been removed for some time, and until recently displayed red aspects). It can be seen therefore that signals 0J3, 0J4, OJll, 0J12 and 0JX21 -each fitted with a train stop -have been removed. Signals OJIO (down line) and 0J2 (up line) are retained because between the two signals, two trains are unable to pass vrithout fouling each other. They have been converted to work automatically, but on a 'first come, first served' basis. Thus for example, if an up train was approaching 0J2 just before a down train approached OJIO, the up train would have priority, and the down train held at OJIO until the up train had passed the fouling point. The London Midland Region of British Rail have started to issue to the public, at intervals, reports on the progress of the M»S.E, scheme. Issue No,i, dated June 1978, states that all work is on schedule and that an estimated completion date to Moorgate is January I982, and St.Pancras in May 1982.
BAKERLOO LIIJE ENGINEERING WORK AT LAMBETH NORTH
On Sunday 30th July I978, the renewal of pointwork at Lambeth North required the Bakerloo Line service to be suspended between Elephant & Castle and Piccadilly Circus from the start of traffic until about I900. Until that time, a special service was operated v/ith nine trains; three on the Queens Park branch and six on the Stanmore branch. The service provided was every 15 minutes on each branch and every 7"i" minutes between Baker Street and Piccadilly. Normally, a 5 minute service ic provided on a Sunday in the Central Area. As only one platform can be used for reversing south to north at Piccadil3.y (and crews are allowed at least 4^ minutes to change ends) it would not have been possible to run the normal interval service without 'stepping back' train crews. No substitute bus service was provided between Piccadilly and Elephant & Castle. It was originally planned (and also appeared on posters) that railway tickets would be accepted on bus routes 12 and 53, but this arrangement was withdrawn at the last minute. Tickets were able to be used on alternative L.T. rail services, and two spare trains were provided on the Northern Line, one at Morden and one at Golders Green for use as required - although intended primarily for the section between Leicester Square and Waterloo. Destination plates (1938 stock) and blinds (1972 Mk.II stock) were not provided for the occasion , but one 1938 stock was seen to have 'Piccadilly' chalked on a blank plate, whilst one 1972 stock sported a half hearted 'Charing Cross'.
555 The work did not finish to time; this was known at about lunch time, and a further special timetable had to be compiled at short notice tocarry on until the close of traffic Observations The 'Reverse' sign on the southbound headwall at Piccadilly was in use. Trains were reniimbered between about I7OO and 19OO for the 'second' special service. Announcements were made at Oxford Circus (southbound) which diverted some traffic away from Piccadilly, but congestion and confusion still occurred at Piccadilly mainly due to tourists constantly hounding the platform staff, who also had to detrain as well I Between 1530 and 1630 a correspondent observed operations at Piccadilly, and generally trains ran within a minute or two of their timetabled working;« Only one train arrived and departed k minutes late. One Stanmore train (the l6lk ex. Piccadilly) was cancelled. The booked turnround time of 5 minutes varied from 3 to 6 minutes.
MF,TROPOLITAN DIVERSIONS
On Sundays 13th and 20th August 1978, all northbound Metropolitan Line trains were diverted at Finchley Road over the Bakerloo Line to north of Willesden Green, then regaining their correct line. This was due to L.MoR. Permanent Way work in the Willesden Green area being carried out in the close proximity of the northbound Metropolitan Line track. Coincidental to this work and the arranged diversions, the opportunity was taken by L.T. to waterproof the Kilburn bridges recently reconstructed (MRI6 and MRI7) on the Metropolitan Line only; hence the lack of track at this point I Blackboard notices were exhibited at Kilburn and Willesden Green warning passengers of the cloee proximity of the non-stop Metropolitan Line trains, although because of the speed restriction that existed at Kilburn, this was perhaps a little superfluous. Although the obvious work was done on the Sundays; Metropolitan Line trains were also diverted over the Bakerloo Line from OOI5 Saturday nights/Sunday mornings and continued until O63O the following Monday mornings.
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