UNDERGROUND NEWS NUMBER 28S ISSN 0306-8617 DECEMBER 1985

THBI TIMETABLE Friday 13 Diecemb^r Talk, 'The Oxford Circus Fire*, by Dr.T.M.Ridley, Chairman & Managing Director, Underground;Ltd. 19.00 for 19.15 in the Conference EOOIB, Baden-Powell House.

Monday 30 Deeeigber Library Evening, 18.00- The Society's Library open for inspection at 62 Beauval Road, Dulwich, London, SE22 8UQ.

1986 Wednesday 8 January Talk, 'The EToltition of the llndergrounD bar-and-eircle station-platforsB enamel signs and their different variations', by Br.H.Clarke, 19.00 in the Lounge (Room J) Fred Tallant Hall, 153 Drummond Street, London, NWl Electric Railway Society meeting, all LURS members welcoree.

Friday 10 ,Janaarj ''The Metropo 1 itan Rsilwa:/ in its prime* - a slide presentation, by Mr.A.Cruickshank. 19.00 for 19.15 in the Conference Room, Baden-Powell House.

Frlda? 2A January to Sunday 26 January Society visit to Paris, see L1N287 for full details.

Friday 7 Februari

Library Evening, 18.00. Details as for 30 December

Friday U February Talk, 'Press arid Public Relations in the London Underground , by Mr.N.Carrie, Press & Public Relations Officer (Rail), LRT. 19.00 for 19.15 in the Conference Room, Baden-Powell House.

UNDERGROUND NEWS IS PUBLISHED & PRINTED BY THE LONDON UNDERGROUND RAILWAY SOCIETY.

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© THE CONTENTS ARE COPYRIGHT. A 2pth CESTUKY,HYSTE8Y Fsirther, the lines between Finsbury Park and Alexandra Palace, and between Mill Hill East BfKl K o g e r F . C '.1 e a v e r Edgware both ran through densely populated areas and followed existing steam routes where The enigma of the proposed extensions to London then was the cl.^imed "lack of passengers" in Underground's Northern Line which was part of these areas '? the 1955-40 new works programme, is one of tostays great subjects for discussio:! - what would have The Finsbury Park to Alexandra Palace line happened if there had not beeji a Second World continued to be woifced by steam through Stroud War '' - Would the works have been coinplstec ? Gteen, Crouch End, Kighgate, Cranley Gardens, wouJi] the extensions still be rsinnirig in •.•'!eir anci Kuswell Hill to Alexandra Palace, until its entirety 40 years on ? fcventsjal closure in July 1954 marked the end of passenger use, the line continuing in use for The pl&n was to extend the Moorgate to Finsbuiv freight trains until the early 1960'a and until Park tube beyo;ld the .latter terminus, then over 1970 when it was used solely to tow eapty tube the old LNER st^aro line to Highgate and than to trains between Draytoa Park ond Kighgate the Alexandra Palace, as well as to High Barnet and tracks being lifted in 1975-72. Many of the Edgware. abandoned extension works still remain intact In addition the Northern Line, which then term• today. inated at Archway was to be extened to Highgate Highgate station, rebuilt and never used by a Rr,d East Pinchley and on over the old steam linf^a tube train, still nestles in its deep rutting to High Barnet and Edgware. between the tunnels, a forlorn relic of the past. A further extension was planned from Edgware to The confiectirig rarops at Drayto-i Park, which Biishey Heath via Brockley Hill and Elstrae South. brought the tube to the surface, were finally The works, quite heavy in places,were interrupted used by British Rail's Gfi electrics in 1976 but by the outbreak of World War 2 in September 1939. the rusting girder work for the enlarged Finsbtiry -iiowe-ver the extension from Archway was complete Park station was removed in 1972. enough for trains to run to East Finchlsy in July 1939, and on to High Barnet in April 1940. At Edgware the cutting behind the shops opposite Edgware Station, has been filled and the great The branch from Finchley CentrBl out to Edgware ombankmeRt has long been sold off, and now has was electrified as far as Mill Hilt East by May many houses and a road built along it. The huge 19'4i to serve the nearby barracks. Regarding the viaduct which spanned the A.41, and incorporated rest of the planned works, namely Mill Bill East Brockley Hill station, was desiolished with and Edgwere, and the Drayton Park to Fiiisbury dynamite in 1964 and the tunnels iinder Elstree Park to Alexandra Palace sections cor.structi on Hill were gradeo-over at the portals when the was well advanced, with the connection of the M.l motorway was built in th?- late 1950's. tube to the surface at Dravtor: Park, the pertiai rebuildirsg of Finsbary Park to provide two aore The only remairiing building being the Aldenhara platforBis for the tube trains, the building of depot > now used for buses, never having seen a two sub-stations for the electrification at train, and a faint scar on the field adjacent Kuswell Hill and Crouch Hill, and the coaplete to, and visible frojn Brockley Hill. rebuilditjg of Highgate station. It has been estimated that approximately Condiictor rails and cable runs were installed £2,000,000 (2 million) was wasted on the exten• almost the entire way from Mill Kill East to sions (at 1939 values) and this fact, and the Edgware, and the largest in t of building, of the often conflicting and inane reasons givesi for whole scheme was the construction of the huge the abandonment of these works, bring them into train maititenance depot at Alcieahan!, reached by the category of a minor unexplained mystery of a deep cutting and high embankaient from Edgware t h e t e n t i e t h c e fi t u r y , over a vast brick viaduct across the A.41 trunk road, a-id through twi,T~bore tunnel under Elstrac THE FIRST SIX MONTHS Hill - all newly built tor the purpose. The first six months of London Underground Ltd have been highly auccessful, staff of the London Work ceae to a halt ir. 1941, and ioiidon Trarifr-port Regiona1 Transport subsidiary have been to1d. announced after the war, that it would be finish• ing the works and that the lines would be running The half year since the company was set up in by 1948-49. However, despite the advanced state April has seen a continuing growth in business, of the works and their announced intentions, the with passenger mileage in the year 1985/6 extensions were abandoned for the reasons that expected to be 50 per cent ap on 1982, "This is there was insufficient traffic to justify their at least partly' due to the high level of services completion in the early 1950's. wt- are now running - about 93 per cent of the achedule", says a staff circular. The introduction of the "Green Beit", preventing further development cf housing north of the A,-41 Two major projects which will both improve road, may have been good enough reason not to services and cut costs have won Government continue beyond Edgware. ( This iiic idantal 1 y is approval. They ere the £135 million new ticket• at odds with a statement reported ia tl;e ssjaimary ing syster, and a power switch to the national of a lecture given in 1984, in the Underground grid." News. In which the speaker said "that as AJden- harii was the only suitable place to build a depot, Major station improvement schemes have begun or it was decided that as trains were going so iar are about to begin at E-aston, Chancery Lane, o'jt to be stabled, they might as well carry King's Cross, Oxford Circus (where restoration work is about to start on the northbound Victoria passengers the way I a strange reason t:o b;jjla daEaged 3 stations in the then undeveloped areas, and Line platform, in last November's fire), strange also that the hoped-for housing did fiot and St Paul's. develop in the area arsd subsequent lack of pass• Services have been stepped up on the Bakerloo engers, that the line was not completed fos its and Jubilee lines (following earlier improvements original purpose, the stabling and maintenance on the Victoria and Cenirai) and will be Increased of trains at the Aldenham depot ? ) early next year on the Piccadilly, District and

142 Metropolitan, at the same time as the new station 1938 Tubs Stock was introduced to the Bak-^rloo at Keathrcw's Terminal A opens. Line from January 1939, gradually reolacing. One-person operation, which Improves services hj over the next decade, the Pre-1938 Tube Stock, reducing the risk of trains having to he cancel - which ves.t to other tube lines. The Pre-1938 led because of staff shortage, has been extended Tube Stock, however, coKtinued to visit Croxley to the Ep.Eit London Line and the District Line, Gtaen depot occasionally right into the 1960's MIHG -OS! Stores train duties (on occasions, in the FI8E-BfM,AGED STATION' RESTORED ,1at-r-i940's,.'early-1950's, the 1906 'Aidwych' Work has now started on the restoration of the carB soraetlines worked this duty). northbound Victoria Line platform at Oxford Vrosa 14 June 1965, Bakerloo trains north of Circus Underground .-statioa - badly damaged by Queens Park wera withdrawn, apart from some peak fire last November. The platform has tseen Jp, uan, workings to Harrow, and six trains (southbound with temporary fittings, since December 1984, iBornirig, northbound evening) worked to Watford, t!hi3e plans for the work have been prepared. being stabled overnight at Croxiey Green. The The new decoration of the northbound platform total of .<5ix .stahlers at Croxley Green was re• will follow the established Victoria Line style, duced to four frora 11 October 1965, the last but in vitreous enamel panels instead of the Harrow reversers being withdrawn in late-J969. original ceraffiic tiles. It will incorporate the These four trains stabling at Cioxley Green were '•Siiakes and Ladders" theme which is artist to continue for aliiiost 17 years more, with some Nicholas Munro's interpretation of the station's trains of 1972 Mkll Tube Stock working betwe.^n naze-like structure, and which has already October 197? and April 1979. appeared in the major refurbishment of the Cent• There were no less than three attempts by LT ral and Bakerloo Line platforms. to withdraw the Bakerloo trains to Watford-in The C2<9 stillion project will aL-so embrace re• March 1982, Jxiise 1982 (following which was a fitting of fire-damaged passageways. The work, 10-day lindergrouiid strike) and September 1952- Etjst of which can be carried out only in the few which w8s sucessful. Thus, the Underground's !5ours each night when trains do not run, will 65-ye8r connection with Croxley Green ceased- take a year to complete. The cost of re-instat- for ever as it has turned out. ement will be set from insurance. With surplus Eastern Region class 313 EMUs AU . REyOIR.,, CROXLEY GREEN being available, BR decided to withdraw the class 501 sets, which had been operating since CroKle-y Green depot, BS (LKR), once host to May 1957. The origi.nal fleet of 57 three-car London Underground trains, closed its doors for• sets had been reduced over the years, so that ever OR Saturday 2 I'v'oveniher 1985, sose five by the beginning of 1985 only 26 three-car units raonths later than planned. The twelve-road shed, -le-ss than half of tiie original build - were each road of which could accommodate two full- available for service. The changeover was plan• length trains, still had the LT fourth rail in ned for the new BR timetable from Monday 13 May position on the three southern-oiost tracks. (with a farewell tour on 11 May - see 283, page S7), but in the event, the few 313's that • Although LT trains were always 'lodgers', the had been introduced were 'grounded' after a week depot has seen a wide variety of Underground because of mainteisance and stock transfer stock during its 68~year existence. It was bisilt d i f f :i c «i t ies 1. The class 501's were to continue for the electrification of the 'new line' from -for the time being. Csmden to Watford and although electric services started running through to Watford in April 1917, The rtcxc attempt at the 501-313 changeover vas the depot had been coffiplsted some time previously scheduled for Monday 30 September - the start and was used for storing LNWS EMlls awaiting to of the B.!? winter tiiuetable - and generally held enter service. At the beginning, the Bakerloo good. All trains in service on Sunday 29.9.85 provided the all-day service to Watford on week• were changed over, 501 for 313, one at a time, days, LSWR electric operating only at peak tiicee. by late evening. The last odd workings of the The tube stock was borrowed from the Central 501's coni'.inued for another couple of days. London (motor cars - intended for the Ealing The last passenger workings on the 'main line' esciefision, completion of which was delayed occurred Tuesday afternoon, when sets- 150 and because of the First World War) and Piccadilly 158 worked the 15,05 and 15.25 respectively Line (spare gate etock trailers). Bakerloo trains Watford to Euston and return. The last working operated on Sutsdays to Watford from July 1919, on the Croxiey Cireen branch was on Wednesday bur, it was not until July 1922 that a full elec• 2 October, when set 150 worked in' the morning tric ssirvice could be operated on the ' nev.' line', and trips 2-5 in the afternoon, while the last v;ith the completion of the original scheme. workings of ail-fell to set 176 that evening (trips 6-9 - the la.=it being the 13.57 Watford The intended tube stock for the Watford line to CroKle.y Green and back). By 19.30 all units (36 DMs, 24 trailers and 12 CTs - shared between were in Croxley Green depot - out of use, th^^ the LE.^'andLNWR on a |-l basis respectively - LKR heirarchy preferring to have cancelled trains hence their title of 'Watford Joint Stock') began if no class 313 was available, rather than oper• arriving at Lillie Bridge in January 1920 and ate a clsss 501 (which,, apparently, do not have Croxley Green in March 1920, the first such asbestos). train to enter service doing so on 29.3.20. All .ioint Stock tube trains were in service by May The last •uns of a class 501 'on current' was 1921 a«d the borrowed stock had returned to thpir OS Saturday 12 October, when set 176 went to r e p e c t i v e lines. Wilifsden to have its motors removed, and or. Wednesday 16 October when set 160 worked from The Watford Joint Stock did not last long, for Croxley Green to yillesden to collect 176 and it was withdrawn from the Bakerloo by 1931, being haul it 'dead' back to Croxley. It was then such ,slower than the superior Pre-1938 Tube i;tock planned to remove all 23 remaining three-car sets that began oper.gtit;g on the Bakerloo in the diri.iig the day on Saturday 26 October, in 2x24- second half of 1929, However, th.» LMS (successor tar and 1x21-car formations, but in event only to the LNWR) rstair.ed nine cars .;three 3-car sets; i.'i units (2:cl2-cars and 2x9-cars)were ifioved . for use on the branch services ffoss Watford Junc• Th; few staff vt Croxley Green depot held a fare- tion to CroxUy Green and Ric kma isvor t h , or. which wail party on Friday afternoon i November, and i hey operate.! until the outbreak, of the wc r . tie .1 ,i 0 a 1 nine u ^ i t s were moved out the follow- These rlne cars were then storet until >*c.'?>Dp^d ing ri;'y. Croxley Oreen depot closed its door." in 194C. lo^-f.kif last time.

143 FROM THE PAPERS British Rail Engineering has won a contract for Bally Telearaph: underframes for a farther 69 two-car diesel rail buses. i . 10.85. A fii th. >teister was added to the Transport Depar trnerst yesterday, leaving Mr, Mitchell more J.§.iAfij^§2. The Belgian Marine shipping and jet- time to handle British Rail, the Channel Tunnel foil services between Dover and Ostend will, and the deregulation ol buses. from January 1980, be marketed under the Town- aend-Thoresen flai.' instead of Ssalink. 2. 10.85 Yesterday signalmen at King's Cross BR walked out after training runs began with two An American subsidiary of the Scottish-based one-SBan trains. Management took over the box to Liliey group has won an £18 ttillion contract run a luodified service. for tunnel work on the Washington DC Metro. Tests are to take place in a siding beneath The District Line is to switch to Driver-only Piccadilly to show unions and railway inspector.<3 operation from Monday 4th. November. that one-man operation in deep tube lines is .More than 300 drivers have been retrained. safe. The tests are to show that a train could 30.10.85 British Rail intends to hit back at quickly stop if a driver were taken ill, and the effect on coaches of the completion of the that a message would be given to a control centre. M.25 (western part) by introducing more through 3J0_;_85 Discovery of a medieval wall and treach• trains next May from the north end Midlands erous green sand has affected the rebuilding of via Ken.Hington Olympia to Dover, Brighton, etc. Blackfriars Underground station (with an office A Import issued yesterday by LRT attributes the block above) but will not delay it. The Mansion £5 million fire at Oxford Circus last December, House reconstruction with an office block above which trapped 720 people, to a discarded match it is also on time. A similar scheme will start or cigarette. at Barbican next year. 3_1_J_0^85 Private contractors are to take over 8.10.85 The New York Subway's "lost and found" wheel clamping and removing illegally parked office is preparing for one of its periodic cars in some parts of London, sales, but it is retaining three artificial legs, one with a blue trouser leg clinging to it. The Following the findings of an inquiry into the office supervisor said "They make very good Morpeth derailment of 23.6,84, the Government conversation pieces. is considering making railway workers, bus conductors, other transport workers and fisher• 10.10.85 Ken Livinstone aiss to present a free men take an alcohol test when reporting for travel pass to Mrs. Thatcher on her 60th birth• duty and after an accident. day on Sunday. 1.11,85 It was expected that seven rival bids 11 . 10.85 A E125 Biillioa motorway between the M.ll to build a fixed cross-Channel link would have and the Blackwell TunnsI approach at Hackney was been submitted to the Transport Secretary by yesterday authorised by Mrs. Chalker. The four yesterday's midnight deadline. Kile section includes tunnels at Leytonstone "Green Man" and George Green, Wanstead. British Rail is to advise the Government against introducing alcohol tests for staff An invitation by LRT to a track laying ceremony going on duty. It believes that the rule bock at Poplar began "How to reach us - take a taxi". already contains enough safeguards. 12.10.85 The appeal Court yesterday gave the go- DFC ahead for the Borough of Hammersreith & Fulham to approve plans for the £13 million redevel• opment of the HammersiDith island site by the ENGINEERING WORKS Bredero company. Uxbrid^e - 22.9.85 15.10.85 The West German Daimler-Benz truck and The renewal of Nos.55 and 56 points and cross• car maker is making a bid for the AEG electrical overs east of Uxbridge required the suspension group, which is likely to succeed, of the Metropolitan Line service between there 16.10.85 Leyland Bus has lost a contract to build and Hiliingdon throughout Sunday 22 September. 4,000 buses for Thailand, but a smaller contract As there are no emergency reversing facilities might be approved. at Hillingdon, a special service, working uS'der single line working rules was in.operation, Briti.sh Rail are experimenting vfith "coast" with trains using the westbound line from instructions to save fuel. Euislip siding to and from Hillingdoa. The 17,10.65 St. Pancras station has a new giant normal 20-minute interval service operated on clock, replacing the one that was sold 22 years the iJxbridge branch, with minor adjustment.? to ago. It has been accurately copied from the ori• the timings of westbound trains from Rayners ginal clock. Lane and Ruislxp. 18.10.85 The nuraber of British Transport police London Buses operated a special road service on the London Underground is to be increased by between Hillingdor. and Uxbridge every 20 minutes 25% to 350 over the next 18 months. connecting into and frora the train service at Hillingdon. 23. 10,.,,85 The new owners of Wembley Stadium intend to go ahead with a scheme to add a 25,000-seat Neasden area - 29.9.85 indoor sports centre end an 80,000 sq.ft.exhib• Jubilee Line services were suspended between ition centre. Wembley Park and Willesden Green throughout 25.10.35 A self-employed graphic designer made Sunday 29 September, in connection with alter• brilliant forgeries of BR season tickets and ations to trackwork. Metropolitan Line trains dodged more than £1,000 in fares. were booked to stop additionally at Willesden Green and Neasden throughout the day with About 7S% of passengers approve the ban on •smok• reduced layover tises at Baker Street to conip- ing in Underground trains. ensate for the slightly extended journey time, 2o.10.85 Henry Boot & Son has been awarded a part A substitute London Bus service operated bet• of the £110 million Singapore Mass Rapid Transit ween Neasden and Willesden Green at 10-minute contract, and holds a sub-contr-act for the Hong intervals.. Kong - Canton railway.

144 The Jubilee Line service operated in two sections: battery locoBJOtives were stabled at the east Between Wembley Park and Stanoore, every 20 aiin- end of the station, east of the timber baulks •jtes as norfiiai. Between Wiliesden Greea and aod red fIsgs/lanips. When your reporter visited Charing Cross every 10 minutes. It was planned the £:ite earl;; Saturday afternoon, all track that five out of six trains required for this had been reooved from the actual junction and service should be provided by Bakarloo Line observed new 7J-to;ine cranes working: C&24 on stock from London Road depot, but because tha the i^etropolitan Line side and C626 on the train radio frequefscies could not be adjusted Piccadilly Line side. .4 return visit at 20.45 while ruitrning on the Jubilee Line, rjorrrial 1972 revealed all the running rails in position with Kkll and 1983 stock was used instt-ad -r,eceSBit- current rails being relai'd. ating some hurried stock transfers ready for the On Sunday 13 October the Oxbridge service was Sunday work' The train radio probl&m precluded altered to terrninate at Ruislip, instead of the use of 3938 aad 1959 stock to aiid from Wili• Rayncrs Lane and therefore the single line work• esden Green and Charing Cross ~ a disappointing ing arrangeaents were changed. The extent of end to what could have been an interesting day,' single line working was confined to the short The month of October 3 985 was a very busy one section between Ruislip siding and Ruislip for engineering operations on the Underground, station, on the eastbound line, with trains with soffle form of ."najor work taking place' at runi'iing normally between Kuisiip siding and some tiEe every weekend. Uxbridge. Thus, normal-length eight-car A stock trains operated on this day. Heasden - 6.10,85 On Saturday, London Bu'>ee provided a substitute Track relaying at the south end of Heasden depot service between fiarrow-on-the-Hill and iSayners required all southbound Metropolitan Line traias Lane, calling at South Harrow and thus catering to be diverted via the Jubilee Line between for Piccadilly Line passengers in the one jour• Weabley Park and Finchley Soari throughout Sunday ney. This service operated at 10-rainute intervals 6 October 1985. As there is f>o direct ccinection throughout most of the day. froii! the Metropolitan to the Jubilee at Wembley {•*ark, southbound trains therefore detrained On Sunday the bus service from Karrow-on-the-Hi11 passengers at Wembley Perk platform 5 and rever• via South Harrow was estended beyond Sayners Lane sed in Neasden depot before returning to Wembley to Ruislip, calling also at Eastcote and fiuislip Park platform 6 (southbotind Jubilee Line) and Msnor, operating at lO-minute intervals. then coBtinuiftg to Baker Street. Services were On both days, a 20-aiinute substitute London Bus so arranged whereby a terminating southbound service was provided between Harrow-on-the-Hi 11 traifi offered a cross-platform connection into and West Harrow, no service bei.ng provided be• the previouET service, running non-stop between tween West Harrow and Kayners Lane. Weabley Park end Finchley Road. The hoarly fast Amersham service tereinated at ,1arrow-on-the- Hatton Cross - 19/20.10.85 Hiil throughout tlie day. Apart from changes to Throughout Saturday and Sunday 19 and 20 October, starting and stabling, the Jubilee Line service th-s new poinrwork for the Terminal 4 loop was was virtually unaltered. The revised Metropoli• installed west of Hattcn Cross on the westbound . tan Line service resulted in non-self-contained line. This meant that only the eastbound line patterns of operation, with trains working to between Hatton Cross and Heathrow Central was ail destinations in turn. Trains were thus numb• available and thus a reduced Piccadilly Line ered in sequence 10-3 7 and 20-24, service operated under single line working Ravners, Lane ,12/13.10.85 rules between the two stations. Service inter• vals on the Rayners Lane branch and east of Acton Renewal of part of the junction east of Rayners Town were generally unchanged, but some timings Lane station took place on Saturday/Sunday 12/13 varied from normal. As a reduced Heathrow ser• October 1985. This involved the flat junctior, vice was ir, operation, other services that would and the coamlssioning of a new crossover froni iiormaliy be destined for Heathrow reversed at the westbound platform to the eastbound Piccad• Northfields, either via the siding or via the illy Line, elinsinating the slip points covering depot west of the station. the same route. The work included commissioning new signalling, where the area code was changed As it turned out, the Saturday service from from 'P' to 'MP', and involvet! replacing the Heathrow was far from perfect, with problems miniature lever frame (which had push-pull route occurring with the slow speed circuit on the .•setting facilities) with a route-setting key 1973 stock on the single line. To recover from panel . the resultant late running, a shuttle service was initiated between Amos Grove and Cockfosters Throughout the weekend, Piccadilly Line trains between 09.00 end 13.00, which allowed late scheduled for Rayners Lane reversed west to east working Cockfosters or ."iraos Grove trains to be at South Harrow. This was normally performed l.'i turned short at Amos Gro/e or Wood Green resp• the eastfcound platform, except during the Satur• ectively. day i0-«inute service (12.00 to 19,00) and at certain other tinses where layovers exceeded the On Saturday, in order to operate a 12-niinute 2G-n)inute interval. The Heathrow branch service service on the single line, 'stepping back' of and services east of Acton Town were generally crews s^as scheduled to take place at Heathrow unaltered. between 06.30 aad 23.50, with only 2? Biinutes turn-round being scheduled. However, for a time, On the Metropolitan Line, the ncrmal service to ease the prob3eB!.y of operating the sii'gle betweet" Baker Street and Barrow-or.-1he-l?i 11 was line, stepping back and double-ending was per- ssintained on Saturday and Sunday fay reiersing f o rra e d a t H a r. ton Cross. Oxbridge trains at the latter. Throughosit Satur• day 12 October, a fingie line /shuttle se.rvice APVERTISEMESfT opprated between Kayr.ere Lane .jnd UxbriCge, one METROPOLITAN BISTRICT'RLY DIAMOND JUBILEE 1923 train on each lin* (see also U^285, pej^ts 110/1). Excellent copied, 16 pages - 11 photos, history As previously, each train was formed of four and rolling stock. Send £1.00 to postgiro a/c cars (5070 uni'. OR the eastboui'l line, 507C on Haraburg no. 458771-205 or cheque to: the westbound line) and to provide protection L.F. Rjchttr, P.O. Box 110661, Hamburg, Germany, for Rayners Lane Junction, re/srssl there was at Wanted: Tramway books worldwide the western end of the platfotns. A pair of SA 60/28S/85

145 Intervals were as follows: Heathrow- Northflelds- Rayners L a D e - Acton 1' o w n - Northfield: Acton Town Acton Town Wood Green Arrios Gv C fosters Saturday: Before 06.30 15 15 15-20* 15 15 15 06.30-08.00 12 12 ] 8-22 6 6 12 08.00-12.00 12 6-10 18-22 5 5 10 12.00-19.00 12 4-10 10 4 4-8 8-12 After 19.00 12 6-10 18-22 5 5 5-10 Sunday :

Before 13.30 15 1\ 20* 1\ 7i 15 After 13.30 15 4-U 20 5-5i 6-10 12-18 Shuttle service.

Neasden - 26/27.10.85 bridge, for which three minutes was allowed - where the previous service was already waiting) A major engineering operation took place at and again at Finchley Road (platform 1 to 3, Neasdei) throughout the weekend of 26/27 October again via the overbridge, for which 3s minutes 1985, In addition to the renewal of pointwork was allowed for interchange). The normal Satar- and the abolition of flat diamond crossings, a day service, which is stepped up to 12/6-minute new crossover was commissioned from the north• intervals during the afternoon, requires 13 bound Jubilee Line to the northbound Metropolitan trains for service. This special service, at Line, north of the station, replacing the cross• 20/10-minute intervals, with all its complex• over between Willesden Green and Dollis Hill. ities, also required 13 trains in service. All In addition, new signalling was coaimissioned in were formed of 1972 Kkll tube stock (perhaps the Neasden area, replacing rainiature levers word had got round from the previous weekend's with r o u t e-s e 111n g keys. Another new crossover problems with slow speed circuits on modern between the northbound and southbound Jubilee stock??) and were observed as being formed as Lines, plus the signals associated with it, will follows in the early afternoon period: be commissioned at a later date. The area code letters 'MF' have been changed to 'MM' (Metro• Train 301 3248 + 3543 Train 321 3253 + 3550 politan Line and the south end of Neasden depot) 302 3258 + 3559 322 3251 + 3551 and 'JH' (Jubilee Line). In Neasden depot itself, 303 3255 + 3549 323 3249 + 3547 the roads were renumbered throughout. 304 3246 4 3555 324 3260 + 3556 305 3252 + 3554 325 3250 + 3553 Train services on the Metropolitan Line reversed 306 3247 + 3552 326 3254 + 3546 south to north at Wembley Park via Neasden depot 307 3257 + 3548 on both Saturday and Sunday, as did fast Araershara trains. These detrained passengers in platforsr. 6 it was possible (although instructions were at Wembley Park, bat returned to platform 2, then issued to the contrary) for the lucky observer running non-stop via the northbound local line to see a southbound train on the single line to south of Harrow-on-theHi11. Services to Uxbr• displaying 'Finchley Soad'. It was also possible, idge and Watford were at norEial timings, with although not timetabled, for three 1972 stock only minor alterations to the tiraings of Amershani trains to be in Finchley Road station at the trains. same time - seen only once in a two-hour period It was on the Jubilee Line that provided the most during the afternoon! interesting workings. On Saturday, a 20-minute Throughout Saturday, British Sail LMR provided Stanmore and 10-minute Wembley Park-Chsting Cross between Harylebone and Harrow~on-the-Hi 11, in service operated for most of the day (15-30 Stan- addition to the normal hourly service to and more and 15 Wembley Park-Charing Cross before from Aylesbury. The Aylesbury trains were form• 07.30 and after 22.30). Trains from Stanmore ed eight cars, while the Harrow reversers were detrained passengers at Ketabley Park and then booked as four cars (although some of these were proceeded to reverse in Neasden depot. Wembley seen as eight-cars). This special service oper• Park reversers also proceeded to reverse in ated at the following intervals between Harrow Neasden depot. They then returned to Wembley and Marylebone: Park platform 1 (northbound fast Metropolitan Northbound Southbound Line) and then worked southbound 'wrong line" Before 10.00 20 15* under single line working rules to Finchley Road After 10.00 20 20 platform l(northbound Metropolitan Line), stop• ping at Neasden and 'Willesden Green northbound Note * Hade possible with the normal Saturday Metropolitan Line platforas. The single line be• service of two trains per hour ex-Aylesbury. tween Wembley Park and Finchley Road was divided This special service also provided early DMU into two sections, the middle being Willesden workings from Harrow in the southbound direction Green. At Finchley Road, all trains then return• at 07.14, Normally the first southbound or 'up' ed north to Willesden Green to reverse (empty, DMU leaves Harrow at 07.46 (MF) or 07.59 (SO). from a last-minute high-level decision, but ori• ginally scheduled passenger) and then normally It was also intended to operate a lO-ainute to Charing Cross. Northbound trains from Charing interval non-stop bus service between Harrow- Cross to Wembley Park or Stanmore ran normally on-the-Hill and Baker Street (to be provided by throughout. London Buses Ltd.), but this .had to be cancelled due to a dispute over proposed new duty schedules. A passenger, say, travelling from Staaaiore to Charing Cross on this day, would have to change at Wembley Park (platform 4 to 1 via the over- On Sunday 2 7 October, the work at Neasden req• but perhaps suggesting to the uninitiated that uired a complete suspension of all services, and two trains would arrive together I hlso in the thus Jubilee Line services worked in two separ• early days, the screen aight just say "NORTHERN ate parts: Stsnmore-WeiEbiey Park and Willesden LINE", not a particularly informative display, Green-Charing Cross. Between Staniaore and ssembley Caaden Town (Edgware branch) - southbound Park, a three-train 20-ainute shuttle service w.'is provided. As there was no sccecs between Compared with the northbound platforra this Neasdea depot and Wiileaden Green, the coaplete display has plenty of variety. This is also Jubilee Lirya service between Willesden Green and true of the southbound Barnet branch platforoi Charing Cross was provided with Bakerloo Line and the "repeater" indicators at the foot of 1959 Tube .Stock, the six trains originating froHs the escalator. A common peak period sequence is London Road depot. A 10-minute all day service " i KENSINGTON via charing cross i min" was provided (which is the normal Sunday freqs'- " 2 MORDEN via bank 4 wins" "3 KENNINGTON via ency) and the following formations were noted: charing cross 6 rains" (note the mixture of upper and lower case letters). The lower line Train 321 1184 + 1255 of the display is regularly Interrupted by an 322 1144 + 1251 announceraeat in upper case letters, for example, • 323 1040 + 1235 "FIRST CHARING X TRAIN THIS PLATFORM" (when • 324 1048 + 1243 appropriate the last two words will read 325 1052 -r 1039 "PLATFORM 4"). After a few seconds of steady 326 1132 + 1303 display "THIS PLATFORM" flashes on and off three Most had tesporary destination blinds wfede up times and then the normal 2nd/3rd train display reading CHARING CROSS facing south and STANMORE is resumed. When the first train arrives or is facing north, but 1255 on train 321 disolayed a about to enter the platforiri "1 min" is replaced hand-raade CHARRING X (1), as did 1039 on train by a blank space, but at Camden Town southbound 325, tut also duplicated in the cab window opp• platforms it is replaced first by "here" and osite the driver. The problem of adapting the then by "ready". There is no consistency about train radio from the Bakerloo to the Jubilee the appearance of these indications. Sometimes frequency had been overcome (this precluded the "here" can remain until after the train has use of this stock on 29 September 1985). For the left the platform and "ready" is omitted from first three northbound departures in the morning the sequence. Conversely, the train may have from Baker Street to Willesden Green (07.07, arrived and be stationary in the platform with 07,17 and 07.25) it was possible to travel the "1 min" still showing on the display and this 'old' Bakerloo connection from platform 9 onto is replaced by "ready". the Jubilee. General comments Two substitute road services were operated on The lack of consistency in the operation of the Sunday. Both were hired coaches, due to the pi'o- dot-matrix displays is Intriguing. At both falem mentioned previously and were: (1) Wembley Warren Street and Camden Town the first train Park to Wiilesden Green, calling at all stations, display stays on the screen until well after and (2) Wembley Park to Baker Street, non-stop. the train ha.«9 disappeared into the tunnel-useful if you want to know what train you've just ?J0RTHEgyi LINE DOT-HATRIX OBSERVATIONS missed. Also, the "tiiue to wait" indications These notes relate to observation.'? at Warren for approaching trains can show "1 min" when Street, northbound and Camden Town (Edgware it is entering the platform or have changed to e blank time display when it is still some way bra.'jch) northbound and southbound platforms. off. Differences of this kind can occur between Warren Street - northbound successive trains. On the lower line of display, interspersed bet• The dot-matrix displays have brought added in• ween the second and third train indications at terest to the Northern Line and useful infor• fairly frequent intervals, is a "wipe-off" of mation can be deduced from them. For example, the line from left to right which is then repla• if the display reads "1 EDGWARE 1 min" "2 HIGH ced by an announcement appearing from right to BARNET 2 iBins" "3 EDGWARE 3 mins" it. may be left in lower case letters "all trains go to worth the short wait for the second Edgware euston". Other announcements in thi^s form which train as it is likely to be less crowded. A dis• have been noted are "check destination on front play which shows destinations but no "time to of train", "when no through train is indicated wait" can mean a delay because of a defective change at camden town" and "we are sorry there train or sirailar reason. is no lift service at mornington cresceni:". The variety of'displays seems to be increasing When one of the three regular destinations does and, who knows, "HAPPY CHRISTMAS" might appear -lot appear e.g. the display might be "1 E0GWARE in the festive season but let's hope it is not 2 mine, 2 HIGH BARNET 6!nins, 3 EDGWARE 8 mins" followed by "we are sorry there is no lift ser• an announcement in lower case letters "next mill vice at Biornington crescent. hill east train within 10 mins" often appears (soiaeticaas it states "10-15 rains"). A less usual PR display is "CORRECTION" in largo upper case LAST PISTRICT RAILKIY TRAIN.TO SIKSSSR iettfirs which occupy both lines of the display. This appears in "steady" and then "flashing on On Monday 30 September 1985 to celebrate the and off" form to be followed by the corrected lOOth Anniversary ft the last District Railway d isplay. train to Windsor. Train 32 (7052 + 7069) the 14.25 Barking sidings to Ealing Bdy was used Csiaden Town (Edgware branch) - northbound displaying an headboard as follows: Little variety has been noted in this display DISTRICT RLWY especially in the peak period when the destina• CENTENARY OF THE tion is nearly always "EDGWARE", An oddity noted LAST TRAIN TO WINDSOR in the early days of operation was a display 30TH SEPTEMBER 1885 "1 EDGWARE 1 ffiin, 2 EDGWARE 1 sin" this was quite 30/9/85 reasonable if two trains were approaching toge• The destination blind had two destinations ther from the Bank and Charing Cross branches 147 these being : Everyone got out frons the train and the next, fropi WINDSOR - S - SOUTHALL and the only person, who was father sick the smoke, was soon better. The LRT staff were This was displayed all the way from Barking to very courteous and apologetic. We were told Ealing Bdy. This must have confused a few peopife that the train had lost all motive power. as the platform indicators still displayed Unfortunately 1 was unable to witness what Ealing Bdy. Anyone who would like photographs, they did to reaove the train as I continued should contact member Mr.CM. Smith, at 29 hoae by bu». Evelyn Grove, Southali. Middlesex,UBl 2BW B.JKWilkinson LETTERS TO THE EBITOS Sir, • London N.12 • Reference UN2S6 October, 1985 Sir, 1 was very interested in the report "120 years In issue number 286 of US, on page 123 of Underground tickets" by J,E.Shelbourne. in the "From the papers" section and dated It is correct that District Railway tickets did 9.8.85, is mentioned the fact that British Rail not norjually carry the ful'i title but some very are studying whether old tunnels could be re• early tickets bore the full name: Metropolitan opened to provide through trains to Gatwick District Railway as did paper tickets in later Airport and the Channel ports from the East years. These were used for bookings to stations Coast main line via King's Cross, and from the on main lines where printed tickets were not ' via a connection north of. held. For many years the.se were pink, but later St, Pancras, both via the proposed ''Snow Hill were green. Link'. Could any of the members tell me which tunnels in particular are being considered for The large destination letter was not changed if reopening, and something of .the useage and a station was renamed. Thus Putney Bridge 4 Ful• dates of closure of the lines using these tun• ham rewained "F" West Kensington, formerly North nels? End Fulhaa remained "K" Monument (Eastcheap) was always "EP". Mile End was "BR" as it was propo• R.F.Cleaver Any comments to Ed. sed to name the station "Burdett Road". Tickets to Ravenscourt Park and Turnham Green were not POINTS OF INTEREST allowed letters as they were not District Rail• From t way stations; on the contrary tickets to Addison "Great Ea.stern Locomotives Past and Present Road bore letter "A". When the Tube railways 1862-1945 were first opened there was a ticker office in by C.Langley Aldrich the subway in nearly every case. These were soon "Victory Edition" (November 1965) found to be unnece.ssary end were gradually closed, Published by E.V.Aldrich but that in the Euston subway remained in place, "It way have been noticed, that, in the unused, for very many years. Those at Baker Str• London District, roany of the F4 and F5 classes eet, Charing Cross and Earls Court were open now have their chimney.'i cut down, just below until about 1950. the rir.;; the reason for this is that in the event of t,he London Passenger Transport Board's H.V.Borley electricity supply being interfered with or Bexhill interrupted by enemy action, the LNER had arr• anged to lend 29 engines of these classes for Sir, the Metropolitan Line; the necessity for the I thought that yoit and other members might reduced length of chimney arises from the res• be interested in my journey home. After having tricted tunnel clearance. been at the scene of the fire near Oxford Circus last Christnas, lay main concern on travelling by H e t M i s h a p tube has been smoke. I commute from Woodside Park to Highgate and happened to be at Highgace at During the last war the former S.E.R. Elbaro about 4.30pis. For once a train arrived after Valley Line was requisitioned by the military only a short wait. It turned out to be a 1959 authorities under the title of the Elhsra Valley stock, and I was in the third carriage of the Military Railway. 'As in the i930's when the four car unit 1060. The train started off but SR staff had learned the hazards of loose-shun• suddenly jerked to a halt. It was too sudden ting, another incident took place at Lyminge for norisal braking, confirmed by the fact that in 1943 when one of the Royal Engineers' ex- the train seemed to be pushing hard against the Metropolitan Railway mess coaches was being brakes. Two carriages were now in the runnel propelled into the military siding. Having and stayed so for a isinute or so. Then it accel• shunted the coach, the soldier in charge boar• erated sharply to about 5m.p.h. before repeating ded the moving vehicle where to his alarm he the same braking effect. This happened about 7 discovered there was no hand brake. It there• or 8 tiaes and was mildly annoying and disconce• fore shot off the end of the bufferless siding rting to all passengers. Then the train moved and into the field, much to the annoyance of off very slowly (2m.p.h.) for about Sniinutes, the sergeant cook whose carefully prepared which I suppose is about I of a mile. The third dinner pronptly slid to the floor with a shatt• carriage, being a non-driving motor car, was ering crash. - Brian Hart The Elham Valley Line decompressing regularly. Finally the train just (Upper Bucklebury: Wild Swan Books Ltd,1984 stopped, by which time people were more anxious. p.75 ) Tan fsinutes later the driver walked down the SARAH SIDPON'S RAILTOUR train. It was getting hot and then the carriage started filling with blue sooke. Metropolitan Electric Locoraolive No.12 'Sarah Siddons' ventured onto the Southern Region for The smoke was coining from the end carriage and yet another. The usual arrangements operated so I and another man got everyone to move for• for transfer to BR - i.e. 3rd rail modification ward. To cut a long story short, the following carried out at Korthfields depot prior to tran• train coupled up and pushed us up the tunnel sfer, and then hauled,by battery locomotive to mouth and East Finchley .station.

148 Wimbledon Park depot. This occurred on Wednesday Subscriptions for 1986 18 September and a test run with the loco and six coaches was made to Basingstoke and hack oii Subscriptions for 1985 expire on 31 December Friday 20th. 1985 and we should be grateful if members renew their subscriptions for 1986 by that date. The tour itself operated as follows: Rates for 1986 are the same as for 1983/4/5 i.e. £8.00 for full members and £4.50 for Victorii-CJa'phaiB Junction-Crystal Pslace- associate member.? (aged 12-15 years inclusive BIRKBEG* {yhi>tQ stop)-SwaalBy-Sevenoaks- on 1 January 1985), with a supplement of £3.00 Tonbridge-rftE-ADCORN (photo 8top)-Folkestone West. for Overseas members to cover the additional At Folkesto'ne West all participants alighted and po.stage costs. Renewal Notices have been sent were takea by bus to Hythe station of the Somney, out with the October issue of Underground News Hythe and Dymchurch Light Railway. A special for overseas meiribers and with the November issue non-stop run via Dungeness to Sew Roaney was for home members. provided, and following an hour's break at the latter, return to Hythe was also non-stop. The End of Financial Year buses toek the party to Dover Western Docks All Officers and Members holding funds belonging station, to where Sarah Siddons and her train to the Society, or being owed money by the had gone from Folkestone West. Society, are asked to send their remittances and claims respectively, made up to 31 December The return journey was: 1985 to The Treasurer, 37 Raglan Court, Empire Dover Western Docks-Canterbury East-NEWINGTON Way, Wembley, Middlesex, HA9 ORE AS SOON AS (photo stop)-Giilingham-Strood-GRAVESESD (photo POSSIBLE, but in any case NO LATER than Saturday stop)-Eltham-London Bridge-Blackfriars (where II January 1986. Membership subscriptions (see the loco ran round in the carriage shed)- above) should be sent to the Registrar and NOT Brixton-Claphara Junction. to the Treasurer or any other Officer. Society Officers MAG.AZINE REVIEWS Froffl the Spring of 1986, our Despatch Officer, Railway World - October 3 985 - Price 90p Paul Creswell, will be giving up this very This i.ssue includes an article on the Snow Hill important and necessary Society post-one he link by Mr. C. Austin , who addressed the Society has held for several years. It is most important on the subject in September. that a new Despatch Officer is found from the membership very soon, for without one, there The historical side is covered very fully, but would be no despatch of Underground News. Our the future pattern of services through the link membership continues to grow and in mid-October is covered only briefly. Illustrated with a map 1985 was our highest ever-at 81S, There must be and photographs. someone who would be willing to organise the There are also articles on the steais-hauled distrhution of the journal. Sunday excursions from Marylebone to Stratford, What is required is someone with transport to • and developments in the "F. Moore" railway paint• collect Underground News from our printer at ings story. West Drayton, organise the collation, staple Railway World - Novearber 1985 - Price 90p and piece the completed journals in stamped envelopes-and post them. This is normally per• There is a four-page illustrated article by formed on the last weekend of each month. Frank W. Goudie on the "Finchley Road-Baker Street bottleneck", recalling the numerous plans If you think you can form part of a team, or to relieve the bottleneck by cons'tructing new organise a team to despatch Underground News, tube lines (mostly from West Hampstead or Finch• please write to Paul Creswell at 67 Weltmore ley Road to Baker Street or King's Cross). A map Road, Luton, LU3 2TN as soon as possible. illustrates six different proposals considered It cannot be stressed too strongly that no between 1921 and 1931, and there is also a track volunteers will mean no journals. plan of Edgware Road after reconstruction in 1926 (It would have been more illuminating if Members who attend meetings on a regular basis this plan had shown how the 1926 tube from Kil- will know that your Chairman, Brian Hardy, has burn would haved joined the Circle Line). None been unable to attend many of the Baden-powell of these schemes for the new lines came to House snonthly meetings (see page 81 of UN283, fruition, but the palliatives to relieve the July 1985). It is no longer possible for him bottleneck are described - longer trains to devote time to what is required of a Chair• (and station platforms) and the closure of St. man and will thus be resigning as Chairman and John's Wood and Marlborough Road stations in the from the Commit-tee with effect from the end of aorning peak. The description of the Edgware the December 1985 Committee Meeting. Road reconstruction says that there was a subway A current list of Society Officers will be connection from the Edgware Road itself. published, as usual, in the January issue of On another page is a picture of an 0-4-0 saddle Underground News, updated to 1 January 1986. tank "Ajax" hauling 1938 stock cars 11177 and 10177 on July 23rd on the Chatham Dockyard UndergrounD Railway. Members will be aware that it is sometime since DFC an issue of UndergrounD was published, and regrettably, new members for 1985 have not re• SOCIETY SECTION ceived an issue. The Committee is pleased to Researcher requires photos, for own collection, report, however, that issue No.14 is at an ad• of Uxbridge Stations past and present. For own vanced .stage of preparation and should be in interest only and definitely no connection with the hands of the printer by the tirae this is any future publication. read. Realising the urgency at which an issue of UndergrounD was required, it was decided in If anyone can help, would they please contact Deceffiber 1984 that a 'quick' photographic issue C\, 22 Mr. Gordon Road, Yiewsley, would fill a gap. It was further decided that West Drayton, Middlesex, UB7 8LB. this should be devoted to the Pre-1938 or Tele No: 0895 449025. 149 'Standard' Tuba Stock and Brian Hardy agreed to shown in a water colour and built by William compi.le it. It soon bacarae clear that to do the JesEop, and now removed. Another notable bridge subject justice, with a vast asnount of photogr• was the Skerne Bridge at Darlington on the aphs available, that the original concept had Stockton and Darlington Railway built in 1825. grown into two issues I These early bridges were generally simple round Underground So.14 will therefore form part I of at right angles to that which was being the story (from 1922 to 1945) with part II making crossed, hut one bridge on a branch of the S8D Underground No.15 (1945 to date). As a fair Rly. was the first skew to be built. The BBOunt of cross referencing between the two parts best known early skew arch was at RainhilT on has hfsen necessary, the second part is as good Stephenson's Liverpool and Railway, as ready as well. Your writer would therefore which was measured at 54ft on the skew, but hope that Beabers will not have such a long wait only 30ft on the square (i.e. m cross section hetveen ic-^ue No.14 and the following one. It is at right angles to the track below the bridge). hoped that the two issues will provide meabers It is said to have been modelled in wood first with a pictorial record of what was a very int• so that the shape of the stones could be worked eresting and varied stock, out before con.^,trut tion started. October Baden-;Powell^ House Meetlrig The fir,st major railway viaduct was that built The meeting on October 11, 1985 was addressed fay for Geo. Stephenson at Sankey on the Liverpool our President, Mr.P.fi.Stephens, on the subject and Manchester Rly, which has nine 50ft span of British Railway Bridges. After the usual arches of seasi-circular profile. Each pier notices, Hr.D.Crooase introduced Mr.Stephens and stands on some 200 wooden piles! Newton viaduct outlined his career both as a Civil Engineer on the same line is similar but smaller. with British Sail Western Region and latterly Perhaps the longest early viaduct is that of with LT and Science Museuns and the City Univer- the London and Greenwich Railway's approach to s 41 y . London, which is 4 miles long with 878 arches'. Mr, Stephens started by outlining the pre-rail- It was built in c.i835. way history of bridges, which coiinaenced with The Button viaduct on the Grand Junction Rail• Kiijipie flat stone slabs for small crossings, way was notable in that was and rope bridges for larger gaps. The masonry the Engineer at the Parliausentary stage, but arch is believed to have started in the eastern when construction began the Directors put hemisphere, and was developed by the Romans. The Joseph Locke in charge of the southern part held sway until the cofiiing of the of the line, while George was given only the csnnl age, when the usual humped profile was northern part to build. Stephenson did not take obviously unsuitable for the iflat cros.^ing need• kindly to this and resigred leaving Locke to ed by the canal. Thus the concept of the flat engineer the whole line. deck supported by an arch below carae into use. This form was further developed by the great Brunei sought to minimise the height of earth• railway engineers, as, whilst a locomotive could works necessary in the building of the Great cross a ramped approach, this was undesirable, Western Railway, and adopted the semi-elliptical end a hurap-backed bridge was out of the question. arch, which enables a wider span for a given As an illustration, John Rennie's Dunlas Aqueduct height or a lower height for a given span. was shown. His first important railway works include the irapressive and graceful Wharncliffe viaduct of Canals, however, i»poae only a reasonably evenly 1838 near Hanwell in West London, with eight distributed load on the bridge, the craft's 70ft spans of 17ft 6in rise above the junction weight being di-spersed by the water. On the oth• with the piers. er hand, a railway locomotive imposes high point loadings on the bridge beneath it, plus impact Also on the GWR is Brunei's famous Maidenhead loads due to the out-of-balance forces of the Bridge, which has the flattest brick arch ever reciprocating pistons and cranks. If the locomo• built, 128ft span for a 24ft 6in rise. Work tive brakes or accelerates whilst crossing the started isi 1837, but faulty workraanship and bridge, there are then additional loads imposed undue haste led to trouble with the eastern on the strB.tture. At the start of ths railway span in 1638. The contractor repaired it at age. there was already some rudimentary knowledge bis own esv-peiise and, contrary to contemporary of the bridge structural theory, and Brunei's opinion, it still handles the heaviest trains calculation books survive at Bristol University today. to confirm this, hut it was not widely known. In the aecond half of the i9th century, cast Much civil engineering was therefore trial and iron quality haci improved as had knowledge of error, and failures occurred - soBe fatal. The structural theory, and wrought iron was also coming of the railways therefore led to a rapid becoming available. Concrete came into use growth in both structural theory and its dissem• towards the end of the century, and masonry ination among engineers. therefore fell out of favour. Early materials, stone, brick and cast iron, are Mass concrete (i.e. unreinforced) is a very only strong in compression, so the objective in brittle material and must have carefully de• early bridge design was, so far as possible, to signed joints. The spectacular Glenfinnan ensure that no part of the structure ever came viaduct built by Sir Robert Macalpine on the under tension. Thus arches predoiainated in the Hallaig extension of the West Highland Railway earliest railway bridges. has sliding joints at the top of each span but no noticeable settlenent has occurred since it Mr. Stephens then iiioved on to examine the devel- was built in 1898. opaent of the arch, in a talk which was profusely iiiijstrated witli both photographs and drawings Cast iron is weak in tension but strong in to show the features he described. The oldest compression. It is difficult to use and is surviving railway bridge is the Causey Arch on brittle, leading to sudden failure. It can be the Tstifield Vagonway, built in 1727 with a span safely used in arches, piers (both of which of some 105 feet. To this day, i: in the fifth are subject to compressive loading) and in very largest arch railway bridge. A snaaier bridge short spans (if girders are specially designed was the 1803 bridge on the Surrey Iron Railway, to resist the imposition of tensile loading).

150 Sucli an example of a simple girder span was shown rusting and feilure of the rods, so many bridges on the Cromford and High Peak Line. Brunei used have the rods prestressed so that the concrete cast iron on the Great Western Road bridge at is always in compression, even when fully loaded. Hanwell, but this had to be removed as it was The first such bridge was the small Adams viaduct always giving trouble. Other great designers to i n Vi i g a n i n 1 94 7 regret their use of cast iron were Thoraas Bouch lit closing. Hr. Stephens said that over the years (Tay Bridge) and (Dee Bridge). t h 8 r e it a d b e e o s o m e f a i I«r e s , an d m a n y succe a a t s. The disaster broke Bouch, but Stephenson raar.aged Some of each had been spectacular, but that every to survive with his reputation intact but sever• bridge, however humble, repayed the attention of ely dented. the intsreated observer. The talk was concluded Stephenson's 1850 Britannia Bridge across the v/ith a vote of thanks by Mr. Crooffle, supported Menai Straits .-narked the first u-se of flat beams by those present in the usual manner. instead of arches for bridges. Aa arched cast LCS iron design was rejected by the .Admiralty and instead a wrought iron hollow beam was adopted 0 y e f s e a s V i s i t with the trains passing through. The ©asonry Plans are being made for a one-we«:k visit to piers provided for later fitment of suspension Berlin (both East and West) in conjunction with chains snould either of the up or down beams The Light Rail Iransit Association. The proposed show signs of not being up to the loads imposed. dates are 23/24 Hay to 31 May 1986. Visits In the event they survived without trouble until would be made in We.=it Berlin to U-Bahn and S~Bahn the recent disasterous fire, after which an arch• i.istallations and it is expected that time wocld ed design, similar to the original proposal, was be available to visit preserved tram cars. For substituted. The similar bridge at Conwav still East Berlin a DDR visa would be required to allow s V. i: v i V e s . visits to Potsdara, SshSneiche and Woltersaorf Mr. Stephens then moved on to various types of tra-mways; within East Berlin visits would include wrought iron bridge.? of more conventional design, a trait! tour, U~Bahn and S~Bahn visits. If you are including Brunei's arched bridge across the interested please write to Mr.J. Thoraason, 24 Thames at Windsor, Warren Truss (WWW-pattern of Reveley Square, London SE16 IHS enclosing an SAE beaiEs) bridges such as the Ebbw Vale (Crumlin) to receive further details. The LRTA will be and Belah viaducts. Cross-braced (XXX-pattern) making a one week visit to urban transport sys• such as Hungerford Bridge, and lattice girders tems in Northern Germany in the week prior to as at Runcorn, that in Berlin. If you are interested in this waa as well please write to Mr.W.J. Wyse, 27 Lexton The first great steel bridge the Forth Bridge Gardeisa, Balnam, London SW12 OAY enclosing tv.'o of 1890 which is unusual in being a cantilever SAE's and a returnable deposit of £5 (payable to type with a central arch-girder section. A sim• LRTA Tours Account) ilar but smaller bridge was built by Sir John Wolfe Barry at Connel Ferry in Argvllshire in The Society has For Sale a duplicator plus IG 1903. tubes of ink, fair condition, "highest offer over £25 secures" write to Mr.D. Down, 22 Worcester The steel truss girder bridge was shown by the Road, Cowley, lixbridge, Middlesex, UB8 3TH. 1906 King Edward VII Bridge over the Tyne. by 31.12.85 Suspension bridges were never satisfactory for railway use due to their inability to withstand ROLLIHG STOCK ALTERATIONS the various traction forces. One was built by Samual Brown in 1830 for the Stockton and Dar• ABO for August 1985 but, lington Railway at Stockton over the Tees From Ruislip to Booths, Rotherham, by road under test, a 2-3ft wave in the deck preceded for scran: locoBiotivel the The bridge had to be reinforced 10214 11214 12014 012295 23rd with timber to the point that it was virtually a ADD for Septeffiber 1985 timber bridge, and replaced by an iron bridge in Ex-Acton after Overhaul 1842. In North America, a successful suspension 5006-6006-6007-500/ 10th bridge was built in 1855 at Jviagara, but it only lasted 42 years and was constantly under repair. Note: This unit was scheduled for OPO conversion, but in the event received ha 1f-1ife A combination of concrete beaiii and suspension overhaul only. bars was built into a "cable stayed" skew bridge over the K25 near Thorp Park in the 1970's. This OCTOBER 1985 , .'[\ , . is the nearest thing to a railway suspension 1938 Tabe Stock bridge currently in use. From Stonebridge Park to Ruislip An Underground first vas Hanimersusith and City withdrawn cars No,3 Bridge at Ladbroke Grove, which was the 10308-012414-1 1308+30193-012282-12054-1 1 193 1st first all-welded plate girder bridge in the UK. 10 318-012 413-1 1318+10162-01 2367-12139-1 1 162 151 h Tha absence of rivet boles gave a lighter and 10229-012307-11229+10184-012272-12123-11134 29th stronger structure. The deck was made by in• filling with concrete. Known as half-through 1959 Tube Stock bridges, these are now coinrnor! on BR, Often the From Golders Green to Stonebridge Park, decks are pre-stresaed to reduce the cracking transferred Northern to Bakerloo under tension of the concrete. 1164-2164-9165-1165+1134-2134-1135 2nd }i32-2132-9133-1133+1302-2302-]303 17th The Grosvenor Bridge on the approach to London 1192-2192-9193-1193+1194-2194-1195 31st Victoria is an example of a shallow arch bridge made with box-section arches and an ail-welded 1972 Mkll Tube,Stock deck. Froa Neasden to Golders Green, The first reinforced concrete underbridge on a transferred Jubilee to Northern British Railway was the LMS(NCC) bridge of 1933 324 5-4 24 5-4345-3343+344 5-4545-3545 2nd at Greeisland, Belfast. The steel reinforcing rods allow the concrete to crack under tension without loss of strength, but this can lead to

151 A Stock OPO Conversion; NF 132,^8 5 - FroiB Monday 28 October 1985, three End Units Neasden- Neasden- ' paths' were made available for Metropolitan Riiislip Acton Line A stock converted for OPO (but, for the A 5004* - 8,10.85 tiae being, in crew-operated mode) to be worked A 5014* - •5.10.85 although at the time of writing this item D 5220 - 16.10.85 (3.11.85) no such trains have operated. The hlii 5098 24.10.85 - nomiaatea v/orkings on Mondays to Fridays are: Train 24 - 05.07 Wembley Park-Baker Street Ruislip - End Units Ac ton- 05.40 Baker Street-Watford Measden Neasden 06.48 Watford-Baker Street A/D 13.10.85 3122 07.43 Baker Street-Uxbridge A 5038* 16.10.85 08.27 Uxbridge-Aldgate A/D 5110 18.10.8- 5 09.27 Aldeate-Uxbridge Note * Indicates i-life over haul in - 10.29 Uxbridge-Baker Street addition to OPO conversion 11.15 Baker Street-Uxbridge 11.59 Uxbridge-Baker Street Mi seellaneous Moveffients: 12.45 Baker Street-Uxbridge K12243121 Acton to Northumberland Park 13.29 Uxbridge-Baker Street e - b u r n out 2nd 14.15 Baker Street-Oxbridge L22 Lillie Bridge to Acton (2nd buckeye 14.59 Uxbridge-Baker Street cojiversion) 11th 15.45 Baker Street-Oxbridge F384 Ruisiip to Acton (tor Acton works 16.31 Uxbridge-Aldgate yard use) 2l8t 17.31 Aldgate-AraershaSi (fast) L126-5092+5i39-L127 Acton to 18.42 Amersham-Wenibley Park Keasden (ex-col1Ison) 15th Train 25 - 06, 1 2 Wembley Park-Watford 07.04 Watford-Baker Street Units to Acton Works for Overha.u 1. 07.58 Baker Street-Oxbridge V i c tor i a 3016-4016-4116-3116 1st (c) 08.42 Uxbridge-Aldgate Central 1584-2584-9585-1585 24th (b) 09.43 Aldgate-Uxbridge 10.44 0.xbridge~Baker Street Units from Acton Works after Overhaul: 11.30 Baker Street-Uxbridge Victoria 3024-4024-4124-31 24 1st (c) 12.14 Oxbridge-Baker Street Morthern 3461-4561-3561 3rd (d) 13.00 Baker Street-Uxbridge .^iorthern 1118-2118-1119 4th (a) 13.44 Uxbridge-Baker Street J' I! b i 1 e e 3455-4 555-3555 7th (d) 14.30 Baker Street-Uxbridge (c) Victoria 3019-4019-4119-3119 I6th 15.14 Uxbridge-Aldgate (d) Piccadilly 309-509-109 17 th 16.16 Aidgate-Uxbridge (d) ffetropolitan 5707-6707 22nd 17.17 Uxbridgc-iiaket Street (a) Northern 1192-2192-9193-1193 24 ih 18.02 Baker Street-Uxbridge (b'l Central 1454-2454-94 53-1455 24th 18.47 Uxbridge-Baker Street 19.40 Baker Street-Uxbridge Service Stock. 20.27 Uxbridge-Baker Street Froffl Metro-Camaiell, Birminghain, 21.20 Baker Street-Uxbridge delivered to Rui.-slip: 22.07 Uxbridge-Baker Street Mew Battery Locomotives 23.00 Baker Street-Uxbridge 23.50 Uxbridge-Baker Street L63 llth 00.45 Baker Street-Wembley Park L64 30 th Train 60 - 06.00 Che.sham~Baker Street (fast) From Ealing Comnion to Chipman's of 07.02 Baker Street-Affiersham (fast) Horsham, for fitting of Weed Killing 07.57 Amersham-Aldgate (fast) eouipraent: 08.59 Aldgate-Rlckmansworth (fast) B580+LI50-L151+B585 14th 16.35 Rickmansworth-Aldgate 17.35 Aldgate-Uxbridge Note: At the end of October 1985 there 18.36 Uxbridge-Wembley Park was one train of 1938 Tube Stock left in service on the Bakerloo Line NF i33/85 - Re-NF 102/85, the centre negative (units 10291+11012). This was due rail was reinstated on the up line between to make its final passenger run on Watford High St.reet and the site ,of Colne Wednesday 20 November 1985. Junction in mid-August 1985. The rust was andiaturbed two months later. NF 134/85 - By the end of October 1985 all buildings in London Road depot had been knocked down, leaving only the sheds which have been renewed and the shunters cabin.

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