UNDERGROUND NEWS -mJMBm 266 ISSN 0306-8617 FEBRUARY 19^4

THE•TIMETABLE

Friday 10 Pebruarv Cine-Film show by Mr.L.Collijo^s - 'A Review of Underground Events in i9S5'. 19.00 for 19.15 in the Coixference Room, Baden-Powell House.

Tuesday ik Pebruary Eveiiing visit to the' Post Office Railway and Workshops, Mount Pleasant. Full details in UN 265.

Sattxrday 25 February London Passenger Transport League's East London Transport Sale at East Ham Town Hall. 11.00 to 16.OO. fiearest station: East Ham.

From 19,00 at the same location, there will be a Transport Film Show by Jim Blake. Different material will be used from that previously showE,.

Friday 9 March Talk, 'Light Rail Transport Schemes for London', by Mr.W.R. Clarke, General Manager. , London Trans• port. 19,00 for 19a15 in the Conference Room, Baden-Powell House»

Wednesday l4 to Mondav 19 March Society visit to the Netherlands, affordic^e opportunities to visit the Metro systems in Amsterdam, Rottei-daai and Utrecht, as well as other activities. For full details, please write, enclosing an SAE, to Mr*J.F.Thomason, 51 Head Street, Pershore, ¥orcs., WRIO IDA, as soon as possible.

Saturday 31 March • Annual General Meeting, 1984. Full details of this, and the morning meeting, how to get there, and the formal notice of the A.G.M. will be published in the next issue of Underground News.

Friday 13 April Illustrated talk, «London Transport Service Locomotives and Miscellaneous Vehicles • by Mr ..B.R.Hardy. 19.00 for 19.15 in the Conference Room, Baden-Powell House.

UNDERGROUND NEWS IS PUBLISHED & PRINTED BY THE RAILWAY SOCIETY. CORRESPONDENCE SHOULD BE ADDRESSED TO THE EDITOR WHOSE ADDRESS APPEARS INSIDE. MEMBERS ARE ASKED TD ENCLOSE A STAMPED ADDRESSED ENVELOPE IF A REPLY IS REQUIRED. OPINIONS EXPRESSED ARE THOSE OF COMTRIBUTORS AND NOT NECESSARILY ENDORSED BY T.L.U.aS. © THE CONTENTS ARE COPYRIGHT. DECEMBER CAXTON HALL MEETISS Bob pointed out that the last CO/CP stock train to run, in service on 31 March 1981 included two At our last meeting at Caxton Hall, an illu• trailers that were originally Q,38 stock. The R strated talk by Bob Greenawny was given, titled stock, of course, which was withdrawn on 't March. 'The Latter Days of the Q Stock*, using slides 19S3, had motor cars that were originally Q38 and cine film., trailers, Bob outlined his Interest in District Line roll• ing stock £»s coveririg n period of 30 years, but To conclude the svenlng's presentation, Bob N0.OS063, stated that he hfid only started t^^tographlng showed elides of the Society's car from about the mid~l960's. which was first stabled, at AsJiford vJhen bought for preservation. The raturn to The 'Q* stock, it was explt>.ined, was a niiscture was then shown and then the much work done by a of stock from 1923 to 1958, the earlier ex~ small team of Society merabers for its showing at stock having an American iixflxx- the Neasden and Acton Open Days in 1983. ence in its design. The first slidea shown were Bob then thanked Brian Hardy, Fred Ivey, John of the «G' class, (later Q23), which were giv well as and 'CO/CP' stocks. Pour-car trains ces. In this written version of ray address I in• of Q stock were seen on th© Easit London Line, and ail tend to review, regrettably with leas explan• routes of the main District Line were atory comment than would ha\'e been In the spoken sshown, aa well as .special tours. It was inter• version, several lines of technical development esting to observe in the film the L.fe .S.W.R. 'Se and as exe-raplified on the ttxbes, and at least one semaphore signals in U at East Putney, BR line I think unjqtte to the tubes. "Enxly' stops E>f(.J's in green and. blue liveriea at V/imbledon. the all by 193'* r up to 195^ there were motors, trailers This included -blue (and then new) and control trailers, each freely miscible with Bournemouth semi-fast and expres-s stock, before its fellows to give operable trains, and each thts general adoption of Inter-City blue and grey sufficiently basic for all but the trlimnings to for all passenger vehicles. We were also treated be reasonably understood, from 1938, t^e unit the 2 2 to views of noi* extinct -BIL, ~HAL and form of ti'alns enabled many intra-unit elabor• 4~C0R Southern EMU's, next to District J.,ine ations to be made, and the trimmings came to Q, trains of CO/CP and R stock at Wimbledon- overshadow the essentialst even the interested also now extinct I and knowledgeable enthusiast could not keep up fully J Let U.S now look at motors, control and Special tours were also covered » one in 19^8 to auxiliary probleoi.-s, in the rest of this essay. commemorate the District Line centen-sry, which ran from New Cross to Chesh.^ non-stop, then '/isited Watford, Wimbledon, Kiehmond and High Motor.« Str.ftet Kensington; the R.C.T.S. trip on 12 Sep• tember 1971 using a six-car train •which ran from City & South London .-jRmmer smith (Met.) to Hounslow West and finished The 1890 batch of l4 locomotives had two-pole at Ealins Broadway; and the final tour v?hich was on armature-on~axle motors, with Gramrae ring ax-m- 26 September 1971, being two days after the atxives. (These were much as a serviette ring of last pre-Q38 train had ran in service as train at iron laminations, wound with a eontinuotis coil, X'o.lOO., This tour started Whitechapel (East from which equidistant tappings were taken to London Line), then to Shoreditch~Hatmnorsmith the commutator). The field magnets were U-shaped (Met,), Ealing Broadway, Vimbledon and back to with a winding on each limb. finish at Svirroy Docks. It was interesting to note that all types of Q stock, from Q23 to Q38, Later locomotives had conventional drum armat• sui-vived up to 1971 • ures. These were composed of peripherally slott• ed discis of iron laminations; the windings were Preserved Q stock cars wei-e then sihown: Motor in the slots, with the coil sides across the car kiBh at Gloucester Carriage & Wagon Works, ends of the armature. On Nos. 15-22 it i.s thought motor car kZ'iS by London Transport, and trailer that the motors were as just described. car OS065 by thiis Society. Slides included kZ-'iB 23-52, being transferred from Syon Park to Covent The more modern locomotives, ,Nos, had Garden, and 4l8% at Neasden being prepared for armature-on~axle motors with dru.-n armatures, its. new home. (There is a aatrtple of one of these in the Science Museum, London, SW7). To keep them la shallow, polar projections (called 'salient exactly what was done - for the published diagram poles') were on the horizontal axis only: the of the circuit is really fearsome ! poles on the vertical axis were • coxxsequont > The ten rebuilds were given tram-type drum con• poles on the motor frameu. trollers, with vertical shafts, to suit the new Biotors they About 1908, Nos. 3-12 were rebuilt with nose- 50 h.p, w)ien were rebuilt. svjsjjended axle-hvmg geared motors of tramway Central Louden Loccmotiv^ type, very well shown on page 3 of 'Tube Traixi* Under London' {J.G.Bruce, LT, 1968). The loconiotivos of 19OO each had an ittmtense drum controller in the centre- of the cab, with the Cen-tral ^ 'London caiBlng 3*3"x2'2-§", and with the handles 1'9" Again, with loco-haulage, the CLR locomotives ot long. Thia gave series-parallel control with 1900 had armatxwe-on-axle 't~pole motoj-». To keep nine series steps and seven i>ai"aHel steps, and (to them shallow (because of the limited space below open-circuit transition be explained, later). the axles) these had short, but wound, »nlient The controllers were unusual in having pairs of by po.les on the. vertical axis and loiiger onea on firt,gei* contacts joined passive driuti. contacts the horlssontal axis. In 1901, the rebuilt ioco- as the drum was rotated. (The pairs were them• Biotives with nose-suspended motors,' and the two selves in pairs or trios for the medium- and e.xperimentai motor coach trains, with similar high-current parts of the controller). The rev- Biotors, Introduced box-frame 4~pole motors, with erser was a drum switch on a horizontal shaft synmstrlcal field arrangements, to the tubes. under the tnain controller. There was only one such The motor coaches also introduced the raised controller, of course, used in both direc- floor and equipment compax-tinent over the motor- tiox-ss of travel. bogie. (The story is that these six-car trains nevoi- ran in public service - does anyone know ?) Series-Parallel. Transition Techniques For series-parallel control, pairs of motors are The 1905 motor coaches each had 2x150 h.p. put in eei-ies; only one stre.'tw of current is then %-pole motors. Th© relatively low power of these required: resistance is cut out in .^teps, and was probably acceptable because the carriages V the motors then have half the line voltage («r«: smaller and lighter than those of the later across each, and go at roughly half speed. Next tubes, and almost all stations had a down grad• the motors are switched in parallel (again with 50 at no ient of tin the departure end, that series resistance) so that the total ctirrent reasonable acceleration could be obtained witb- doubles and resistance is again cut out until ettt the use of specially powerful motors. the full-voltag-e setting is reached. As well as Bakerlop^ Piccadilly, giving an economical half-voltage running .setting the control gives energy economy since only half These trains, with bigger and heaA^ier carriages h the full cui'rent is required for the first half than on the CLR, had 2x240 .p. 4~poie motors of the accelerating period, instead of the full on each motor coach. Two-motor-coac-h six-car current had the motors always been in parallel. train« wore feasible, but five-car trains wei-e at times the norm, so despite, sttstained grad• To reconnect the pair in parallel, from series, ients of 1 in 50 (e.g. north of ) the is a probleoi of which two solutions were used on power available, by the standards of the time, the tubes. The simplest is to switch off, re• was even generous. One must ro«ie»ber that ex• connect, and switch on again. This gives a pectations of the time were not of the highest: hiatus (albeit very short) during the acceler• a Railway Magazine of about 1910 remarks, on the ating period, when the motors are deprived of CCE&H, that, 'speeds of over 50 mph were some• c«ri"ent, but is easy to arrange. times attained ,,,' and the writer got the im• pression that this was downhill t J The elegant solution is 'bridge transition'. Here the motors and halves of the total resis• The 191** Bakerloo motor conches had GE212 tance are connected in what electrical engineers motor a, h~polti box frame, but with interpole-s. call a 'balanced bridge' circuit withovit any- Interpoles remove the irsain commutation troubles, switching off. The no-current arm of the balan• allovj-ing more current yet sparkless conaiaitation.. ced bridge is the erstwhile series connection. Henceforth, brush and coitusnitator maintenance It is opened without the circuit being any the wivre reduced. The Brush-built CLi? cars of 1915 wiser, leaving the lootor in parallel, each in were lent to the Bakerloo for Watford line ser• series with half the resistance ... which is vices and also had GE212 aiotors, a.s did the 36 then out out to give full voltage. This trans• 'Watford Extension' motor coaches of 1920, ition keeps current through both motors all the time, so gives no more jerk than oi-dinary notch• The 1923-3^ 'standard stock' motor coaches all ing. It is, of course, ividely uaed. had 2X240 h.p. %-pole interpole motors, super• ficially as the GE2ia, but with minor refine• ments, as the art of d.c, motor design improved. Contactor Control On the tubesj, contisctor control was always by Control. e.l.ectrortiagnetic contactors, Th«;^s6 are power switches closed by eleetromagnets, the magnets City & South^ Lordon. requiring relatively littls power. A set of con• On the originijl locomotives the two motors were tactors on each motor coach connects the power permanently in series, controlled by a multi- circuits; the contactors are fed from 'train step atud rheostat (much as favoured by model wires'. In manual, or non-automatic control, railway practitioners in. the 1920's or earlier). notching is done by the driver, whose master This was on one side of the locomotive: the controller feeds the appropriate succession of brake valve and air reservoirs were on the ti*ain line.y, causing each motor coach equipment other ', About 1898 ex.periiBents were m.'jde with to notch in unison. re-wound motor fields and series-parallel con• trol. The x-educed energy consumption arising In later, automatic, equipments, a notching from this led tp the decision that all 30 of the relay opens when motor current increases on later locomotives should have series-parallel notching, and closes, causing the ne.xt notch cortrol. Since the drivers v?ere used to the to be taken,, when the motor current has de• horizontal-axis arm of the original stud rheo• creased to the chosen 'notching cuj-rent'. The stats, the controller waa arranged similarly. contactors of such equipment are fitted with The series-parallel connections were made by auxiliary contacts, connected in the control concentric jsegment-s of circles arreinged approp• circuits so that as a notch is taken the control riately as a face-plate controller -with studs circuit ±& set so that the next contactor to on the outermost ring for resistance tappings. clo:5e is connected to the control side of the The writer did not have the patience to aoi"t out notchijig relay. It will be Meen from this that 13 each motor coach notches under the control of weak field to be given. (Listen on the Isle of its own notching relay (also called >acceler~ Wight: the i3th - WF. - notch occurs following atin« relay'), and that the driver's master quite a paxise after the 12th ~ PF r notch J) controller merely gives commands, such as 'series only' or 'parallel', via train wires, to ATI later stock had weak field when new. All each of the eqnipments on the train. earlier stock, except the Bakerloo 'local* motor coaches paired with the 1920 Caiwiiell Lals-d trailers, had weak field fitted by 1936. At first it was not optional, but, later, the 'flag The Railway experimeht.-*! train switch' was fitted so that weak field should had non-automatic electromagnetic series- only be used on suburban sections of route. The parallel contactor control with open circuit 'flag' was to show supervisory staff if weak tr,irtsition, «s alsio did the 64 motor coaches of field was in use J 1905. The traiJor.-s, of cowse, had to be fitted with multi-core control cables, and, ' jumpei-' s^ockets under the clerestory hoods, for incor• Auxiliary Problema poration into those motor coach trains. The A number of featvu-es of tube stock circuits other three tubes, of 190;)"-7, bad similar con- arose because the Board of Trade would not allow ti-ol, but with bridge transition, and deadsnan's 'power' wires along the train, paralleling all handles on the master controllers - a f eatur-e the appropriate collector shoes (such 'power lacking on the Ccntra3 London until about jumpers' were allowed on the District). The when trainstops were included in the automatic wires giving lighting, control and (later) heat• signalling then installed on tho line. ing supplies aXon^ the train thus required special attention. One solution wovild be to let The first control trailers, making true each motor coach svipply its own unit only, and raultiple-unlt trains, were on the tte'ee tubes, not to connect Sighting wires between facing but the CLR introduced them .soon afterwards. control trailers, (This was, in fact, done on (This writer stresses that a im-tltiple-unit train the Mersey Railway), is one eo.-nposed of separately operable unite, coupled and operated aa one longer tr.'iin. The A more elegant scheme, much reducing the niunber Liverpool Overhead Railway, for inatance, had of occasions when all lighting went off because motor coach trains, but the motor coaches lacked both motor coaches were 'gapped' at the same contactor control and had to operate in back-to- time (a rare occui'ence) was to supply half the back pairs, with or without an interise-diat© lights from the 'A' end, and the other half from trailer. The Waterloo & City and most of the the 'D' motor coach. The 'A' and 'D' motor coach Liverpool area h.St Y. electric also bad direct lighting switches thus fed the appropriate main control of pairs of motor coaches.) only. The problonj was increased when 'middle motors' were introduced (Watford 1920, 'Standard' The Bakerloo new and rebuilt motors* of 19*^ had 1923+). The middle motor lighting switch was non-automatic control, as the earlier stock. It always 'off' -and was only .witched on when, at is not known whether the new motors ever^ Watford, a six-car train was reduced to a four- , jnultipled with the earlier stock. car train for off-xjeak .service. The Central (Brush) 395.5 stock was the first on A the VJndergrounD to have automatic control - with safety elaboration was introduced with 'stan• electromagnetic contactors and bridge trans• dard' stock. Though the lighting switch of a ition. The Watford Extension atock of 1920 had middle motor supposed to be switched off by the same control. The master controllers were the crew, it was ari-anged that an air-operated unusual in being rather small, and giving switch wa.s in serie,?; with the manual switch. Ail- 'forwM-ds' to full parallel, if moved clockwise under presswe, to open the switch, was taken and 'backwards' to full series only if moved from the hose-side of the cab-end train pipe for anti-clockwiae from 'off. the brake - because only when a motor coach wa.a not at the end of a. train, was this section of The t9Z3~3k tube stock had aimili*r control, but train pipe under press-iire. With these precaut• with conventional m.^.ster controllers with rever• ions, of com-se, more than one middle motor ter keys. (One advantage of the previous con• could be operated and crew absent-mind covered. trollers was that there could be no mix-up between forwards ftnd reverse). There Wfjre many C.ontrol Trailers minor differences between the SEC, MV and BT-H The middle motor problem being solved, and 'A' .-ot^trol equipments, but all would itrultiple to• and '0' lighting mains being used, there is a gether. The GEC master controller had rather consequent control ti-ailer problem, when thei-e large handles, and px-asss-button 'deadraan' fea• is only one motoi- coach on the train. With an ture.* of the discouraged tyi>e (on which tho 'A« Bjotor, the 'B- control trailer, will lack button could fee tied down with a handkerchief O supx»lies to the ligViting etc. Thxs was covered The MV ones had the whole handle hinged with a by connecting the 'A' to '0' Jighting wires small 'mushroom' hand-hold, and the BT-H were .«s (whence, also, the control power was taken) by also on stock with, the whole handle hinged tneanrs of a dummy auxiliary jureper plug, which and a large mushroom hand-hold, as big as one's was put in the 'aux' socket of a control trailer palm. in use as such. Now use a magnifying glas.s on any photos you may have of a leadijig control Weak Field trailer, and you will see the end of the plug To give increased free-running speeds, weak projecting just below the socket cover (see LPTB field control, o».an extra step, was incorpor• Rolling Stock 1933-^8, Hardy, pages I? and 20, ated in the Watford replacement stock of 1930: for exainple). over half the route had appreciable distances between stops, where ^5 Kph would be a useful When not in vise, this dumray plug wa.s kept on a speed. Field weakening was given by switching a wire hook arrangement on the non-driving side of "field diverter resistor' (today's language) or th.e control trailer cab bxilkbeod - and the last 'field shunt resistance' (the language of 1930+) few are probably still there on the Isle of iti parallel with the field windirig. This took Wight: they were a few years ago when I saw some- of the armature current from the field them, Mindin^j?, hence gave a weaker field for any given Cqnclusiqn armature cm-rent than did 'full field', when .'ill the armature current went through the field Development on the st.rictly technicaJ side, as winding. One-third diversion was used: it gave motors and control, kept up with the technology about 10% higher speed. The 'WF' contactor was of the time -ne-ce.ssary for efficient and reliable brought in by a separate current relay, so that oijeration. Other problems were solved by the train had to be moving fairly freely for -•straight-forward and often 'nifty' means, rather than by complicated and .«\jbtl© technique.^ aa may 14 have happened in later yeai-« »>rhen many more ation and rebuildiftS were McLaughlin & Harvey of intra-unit wires were availa{>|*, from 1938 on• Enfield. Ceiling ftrj4 wall cladding was under• wards . taken by Sti-aeker Construction co.Ltd. of Gireen- f ord , and the miur.&.J panels were made by Perstorp Wareite, Platform .-;eats were supplied by Hille CHARINC CROSS (for "Trafalgar Scurare' ) REOPENS International and the vitreous enamel panels in the boakin,c; hall are by Es^col Panels (S&G) of The rebuilt ticket hall at Charing Cross (Baker• W el1ingborough, loo Tine - forwerly Trafalgar Square) was opened by >Sr.Dave Wetael, Chairman of the GLC's Trans• The Editor wishes to thank the following, for port Cotnaiittee on Konday 13 December 1983. The their contributions to the above notes: London nev.' platfortti murals, covered by hardboard since Transport iPresm Office), R.Clowscr and D.F. they were installed, were wm'-eiHed, and are Crooroe. based on paintings from the nenrby Kational Gallery and National Portrait Gallery. CHRISTMAS 1983 AND NEW YEAR 1984 Platforms Surotiiary_ of Uiiiderground Services The paintings represented on the platform murals were selected by London Transport and the two h/xs been the policy in the la.^t few years, no ijalleriee concerned. The reproductions, Incor- lindex"grotti*id. .^lervice.'S operated on Christmas Day, liorating: a mixture of half tones and solid a restricted, .service on Boxing Day, and a Sunday colour, were transferred by a ailk screen print• service for any 'Bank Holiday' that happen.s to ing process to 16O laminnie veneer boards. The become involved '. It has also been the custom to 15iBm boards were then curved to fit the tunnel operate reduced services at peak times on most radius and finished with a textured surface. lines on other weekdays of the Christmas holiday Kaiiy of the colourful painting.'s are made up of period, and on a few lines, a reduced midday wore than one panel. Rousseau's painting 'Trop• off-l)eak. This was the case for 1983, but not ical Storm with a Tiger', for inatance, is the previous holiday, when the (then) new time• 2k feet long and spans six panels. Other paint• tables were a reduction on the previous full- ings include Kings and Queens of England, service timetables. The present reduced peak Shakespear, Nelson, Guy Fawkes, and St.tieorge timetables became available from Easter 1983, and the Dragon. The total paintings «u»ber 21 - and detail.s of same can be found in UN 257 (pase nine from the National Gallery and twelve from 92). tlie National Portrait Gallery. Friday 23 December ^98,3 At various intervals along the niuralss there are jaaps which show the many underground entrances Wednesday to Friday 28-30 December 1983 at the Charing Cross complex and their relation to the galleries. The 'bullseye', 'CHARING CROSS Reduced peak services o» all lines using prev• for Trafalgar Square* is also incorporated in ious Timetable Notices (TTN's), except for the 282/85 the mural p»nels< The mui^als on both platforms Victoria Line, where TTN replaced TTN 2S5/79 are iiluminat«d by fluorescent lighting from (similar service, same number of trains (51)), Ttn /83 imder the frleee, which gi'eatly enhances the and Bakerloo Line, where 204 ssime (18), completed work. (similar service, number of trains but revised sstabllng at Stonebridge Park) re• The platfortas have been resurfocod with tex-raszo placed TT^N 20/83, but for the Christmas period tiles and new moulded seats in Bakei-loo Line only. On Friday 23.12.83, the Central Line oper• brown have been fitted,New clocks have been ated TrN 18/83 instead of TTN 19/83, the former fitted, at the platform ends, A new trairi deacri- providing a more frequent service in the after• foer has been installed on the northbound plat- noon to some branches,. forsB, giving the following displays: Saturday 24 December 1983 Normal Saturday services, but withdrawal of Dis• trict Line services to Wimbledon (services rev• FIRST TRAIN ersed at Putney Bridge) and Richmond (services STOOT'TiRXriGE PARK QUEE?.^'S PARK diverted to Ealing Broadway) after 21.30. Ko East London Line .service to New Cross Gate after NOT IN SERVTCE 21.45 (all trains to New Cross) and Paddington (H&C) station closed after 23.26. Monday 26 December 1983 - 'Boxing^ P<^y,' The 'First Train' i.* permanently illuminated, as Special services on all lines except the Circle is the usual Bakerloo Line notice, to be found 'e at the bottom of most northbound Bakerloo indi• and East London (whci no .services were provided) 09.30 10.00 cators - 'All trains go to Marylebone &. Padding- startiiig between' and and finishing ton' . generally as on Sundays. For the benefit of re• cent members to the Society, the services are Ticket Hall sujwmarised below, with serx'ice intervals being shown in minutes (note 'A' refers to before Tht- new ticket hall has been rebuilt on the site 13.00 and after 21.00; note 'B' refers to the o.f the former Trafalgar Square station, now In• period between 13.00 and 21.00), corporated into the Charing Cro,?s. contp,iex. The walls are clad in blue and green vitreous enamel p.5nels, ets are the supporting pillars, and the Trains light coloured floor tiles and reflective ceil• Metropolitan Intervals in service ing gives a bright atmosphere. The new 'wall' (No.i Section) A' 'B' 'A' 'B' ticket office has two booking windows, plus an H a tmne.r a mi t h-Wlii techapel 15 10 5 8 excesis .fare window on the other side of the new /iFC entry gates. In the booking hall there is a K etropqlit aji display of photographs showing the modernisation (So.2 Section) work in progress, plus pictures of the old Baker Street-Harrow 15 15 • ticket hall in 193S and 1973. The subway to Harrow-Amersham ) 30 30 , Cock.*pur Street has been left in its original via Watford ) atate, but the other xjassageways have been mod• Harrow-lixbridge 30 30 ^ ernised with new lighting, cream floor tiles and white wall tiles, including the .steps* up to Jubilee Trafalgar Square. Charirig Cross-Wembley Park 15 15 \ Wembley Park-Stanmore 30 30 f The main building contractors for the modernis• 15 Trains Lambeth North Theydon .Bois Intervals in service Lancaster Gate • West Acton District 'A' Northern & Victoria 30 Opminster-Barking 20 Angfel Mill Hill Ea,3t 1.5 Barking-Tower Hill 20 Borough Moi-nington Crescent 15 Tover Hill-Tiirnham Green 10 12 15 Brent Cross Tottctiiiam Hale 30 20 TurrJiam Green-Ealing Cheilk Farm Totteridge 50 20 Tiwnham Green-Richmond Clapham Korth Vaujthall gdgvrare Hoad-Wimbledon 30 20 Goodge Street We.st Pinch ley KentLsh Town Piccadilly In addition, Bank and Monument stations were 20 aakwood-Wood Green 30 10 clcsed for street acces.is, but ojsen for inter• 10 15 Wood Green-Heathrow 15 } change between the Central, Northern and Dis• Acton Town-Roynera Lane 30 50 trict .lines.

Sorthern Tuesday 27 December 1983 HordeR-Edgware (City) 20 20 Monday^ January 19?34 Kennington-Camden Town lO 10 (via Charing Cross) Sunday timetableu on all line.s, except for the Camden Town-High B&i'net 20 20 Metropolitan Line (No, 2 section), where a .5at-ar- Camden Town-Golders Green 20 20 day type of service was provided (starting and finishing at Sunday tim.ea) to cater for an LMH Victoria service between Marylebone and Aylesbury from Brixton-Sev«n Sisters 1.5 10 about 08.00, 20 Seven Sisters-Walthamstow 30 Stations closed on thase two days, additional to Central a norisal Sunday, isere: West Ruislip-White City 30 20 Borough Regents Park White City-Leytonsttone 15 10 Chigwell RuLslip Ga.rdcns 10 15 Leytonstone-Hainault 30 20 Goodge Street South Ealing Leytonstone-Loughton 30 20 Grange Hill West Fincbley Mansion Bouse West Ham Bakerloo North, Ealing Queens Park-Elephant 15 10 B00K_REVIEW Total trains in service: 80 102 LONDON'S UNDERGP.OUI-)D STATIOFS - A SOCIAL AMD Station* Closed: ARCHTTECTUR.A.L STUDY, by Laurence Menear. Pub• lished by Midas Books, Tn-mbridge Wells. Metropolitan & .Jubilee 214x302 mm, l43 pages, hardb.3Ck, with coloured Aldgate New- Cross Gate covers, but othenrtse in black-and-white. Barbican Northwood Hills Price: £8.95 North Harrow Bayswater This is x'robaVjly the mcst important London Canons Park Paddington (Suburban) Underground book to have boon published for sev• Chalfoni ft Latimer Preston Road eral year.s. Its nucleus was a thesis prepared in Chesham Queensbury the author's final year at the Harrow College of Chorleywood Potherhithe Higher Education, in 198O-81, but he has done a Croxley Royal Oak great deal of further research since then, so Farringd.on Ruislip Majior that the book covers London Undergrotind station Goldhawk Road Shadweil a.rchitectMre from 1S63 to 1983. Apart from the Hillingdon Shoreditch out.side covers, the illustrations are entirely Ickeriham Surx-ey Docks black-and-white drawings by the author - moatly Latimer Road Wapj5ing of stations in their p.resei»t-day condition, but N«:w Cross West Harrow a few as they were in pa.st years. All stations District & Piccadilly preser.tlji served by London Transport trains; are included, plu.g a few abandoned ones, sucji as Aldwych Osterley British Jiuseum, Wood Lane (CLIi) arid Wood Siding. Becontree Park Royal By your revievfor's count there are 100 drawings Blaekfrlars Ravensconrt Pfsj-k of street elevations of sti=itions,. 22 platform Boston Manor South Ealing view,B, 3 Htairwell.s and 50 of details including Bow Road •Southgate booking halls. Cannon Street .Stamford Brook Chiswick Park Sudbury Hill The book i.* divided into chapters, starting with Cockf'osters Sudbut.-'y Town early Metropolitan and Di.strict stetion.s, con• Temple tinuing with the original tube lines, the subse• Elro Park Upminster Bridge quent expansion and de^'eioproent of the iaysteni, Hounslow Central Upney and conclvjding v/lth eurreut developments, such Mansion House West Broniptoii as the East London Line rehabilitation, and the Korth Ealing West Ham redecorfttion of Bakerloo and Central Line tunnel Oiympift st.'j.tions. The hi.story of the rai.lways themselves, as well as the development of architectural sty• Central & Bakerloo le's, is told in considerable detail, and the Barkingside • - Maida Vale inclusion of .stations built by BH and its prede• Buckhurst Hill - Marylebone cessors is a va.luable featiire, as such, stations Chancery Lane North Weald are often neglected. There are 1? special stud• ChigwelX Ongar ies, of which 16 are devoted to particular stat• Defcden . Perivale ions or groups cf stations, and the l?th to Ealing Broadway Redbridge logos and motif.s. Tnese are well done, but are Edgware Hoad Regents Park initially disconcerting until one .reali.ses that Epping Roding Valley they break into the main text. Pairlop Ruislip Gardens Grange Kill Snaresbrook The bibliography includes books, internal publi• Holland Park South Ruiallp cations and forechui'es, is-sues of pei-iodical.*? and Hilburn Park Stratford broadca,sts. There in a general index, find also a oomprehen.sive index of stations, including open- 16 xRg dates and r-enamings, The end-papers are of PROM THE PAPERS specially-drawn individual line diagrams, inclu• D£iJ;V__Tel£.£ra|sh: ding abandoned services. The coloured front cover is «. montage of the Piccadilly Circus 1906 ljJiM,A§2. ~Royal Air Forces Escaping Society street elevation, Chiswick Park, 55 Broadway and (whose principal rola is to help those survivixsg the ajjpaling West Harrow street entrance. clvilianii on the Continent who aided shot-down The author has a good eye for detail, and many Allied aircrew during the war) has moved to nevf, drawings highlight special architecttiral feat• ,Ia,rger premises in a buildisxg long occupied fay ure is. He has tried to spike one possible criti• the University of London Air Squadron, and more cism by saying in the preface that he has not recently, by the Kensington ATC. It stand.s above the d.isu.sed Brompton Ffoad tube station, secret written the book as an architectural critic, but HQ -s .~ies. one's feeling on putting down this work is that wartira6 for London'. anti-aircraft defen it would have beer; still better with less rail• and a store for art treasures. way history (which can be found elsewhere) and ^.12.83 «Taxpayer* will provide a bigger pro• some spicing of the facts with architectural portion of suh,sidie."3 under the Bill introdviced criticism - for example, how the wholeness of the by the Government yesterday to take control of Moldttn-style brick »tntions has been, ruined tay LT away from the GLC and put it under a board to the installation of fluorescent lighting and the be appointed by the Tranisport .Secretary, In lack of control over internal shop, signs, a« at future two-thirds of the subsidy will come from Leicester Square and Southgate. Nevertheless, a London ratepfsyers and one-third from taxpayers. book well worth writing, and well worth acquir- The current split i.s about 80?^ on the rate,s and. i ng - 20% out of taxes in a total .sub,«!idy of £370 m, per year. Hoivever, the subsidie.s should be lower 0FC as the aim is to take LT out of politics and entritat it to professional transport managers. MAGAZINE REVIEWS Under the London Regional Transport Authority, separate companies will be set up to run the In the November 1983 issue of RAIL ENTIWSIAST, Utiderground and London hxxses. Private capital there is a photograpu of >loorgate in 1958, show• may be int.rodsj,ced- Underground route mileage ing P and r stocks, and a cldss .N^ tanlt on the will be maintained, and it is ai-ned to hold Wide:„ed lines. There is aLso an article on the fares steady in 'real terms'. The Government proposed closure of Maryleoonfl station (BK), att<3 hopea to have the Bill approved by next summer, it is stated that if it i^i closed, a BR shuttle service could be run between .4meraham and Ayles• 12.85 - In an effort to promote sale."! of Keith bury, Also proposed for clo.stire under the. -•ifarae Neal'.'j 'Searching for Railway Telegraph Insu• scheme is the Neasden-Northolt Junction lliie, lators ', the Signal Box. Press offered a long which involves the station at Wembley Coaiplox, weekend for two in Guernsey to whoever unearthed formerly known as Wembley Hill. The National Bvta the most and rare.st of the.se objectis. The single CoiMpany has plans to turn Marylebone into a hns entx"y received came from a ®ritiah Rail employee station, to ease traffic on the bu.58 tube stock at Ryde Es- York, costing million. pl.-xnade, with trailer S43 - 60 years in. pas.senger LT now forecasts a .•jurjilu.s of £25 million for ser't^ice on ZB January 198%. tt is aLso stated the year 1985, after isxibsidiea from the Govern• that the other Cammell Laird trailers on the ment and the G.LC . 60th Isle of Wight will have achieved their ann• Coa iversary by April 1984. The magazine also states Yesterday, Dog Handler Police .stable- Raymond that previou.'i proposals to transfer class ^187 Cooper, who kept 150 .rioting football: fans at atock from the Waterloo & City to the Lsle of bay at Piccadilly tube station with his dog, Wight have been rejected, but speculates that Myra, received a High Commendation, the recently withdrawn cars could be reinstated During 3985 a redevelopment undertaken by Ru.*h & I (So for the Ryde Pier shuttle far as it can be Tomkins at 90-9^- Fleet Street was funded by the to ascertained, there are, at present, no plans London Transport Pension Fund. use class k&7 stock on the loW -Ed.) 7.12.85 -The GLC has commissioned a £50,000 Th« RAILWAY MAGAZINE for January 193'i includes a feasibility study into re-^ising the Snov; Kill number of LT items. These include: the reprieve tunnel which runs between Parringdon and Kolborn of aoffie LT stations, delivery of the 1983 tub© Viaduct ststioi-js. The Southern Region's passen• stock, the proposed restoration of a Bakerloo ger planning officer said that there could be Line service to Harrow & Wealdstona, and plan.s 10,000 daily journeys through the tunnel. The to restore services on the West London Lin© be• project would cost abovjt £7 million, which v;ould tween Willesden Junction and Clapham Junction. connect the .Southern P.egion with the LMR's Bed- ford-Moorg."ite lino. The review of 'Penthou.'se' (UN264, page 206) mnst be amunded, as follows: lO. 12.8p - The altjminium figure of Eros at Picca• The quotation, starting? in the seventh line, dilly Circus will be removed for repairs after abovild read - • • New Year's Eve, Apart .from general deterioration he has a fractured left ardtle and a dislocated 'Since the late 1960's the Bakerloo Line alone thigh. When ho return)s in autumn 1985 Iiia bronze ha» lost 29 stations. Some of them have reverted base will have been snQved 40f t, south-east eis to British Rail and others were surrendered to part of a major reconstruction of Piccadilly the new Jubilee Line. Five station.'a on the Nor• Circu,3 including a new ro.-td scheme, a pedestrian thern Line have gone in recent years, as has the piazza and the rebuilding of the underground Latiat«r Road to Olympia section of the line subways. first opened in 1,864. The concentration of the visaing stations and work,9 in the area of Yesterday, .Southern Region comiisuters at Wcst- Oowniag Street and the ^5inistry of Defen-se i.^ coffibe Park station were confronted with a enlightening, to say the least'. collecting tin for the Woking HomeiS Railcare

17 Centre and a notice 'Please give generously or to cost £7,4 million, is to begin in 1985 and we will cancel your train'. A newspaperman gave will take .five years. The station will have an lOp and his train was 10 tainutes late '. individual identity, by having a decorated, theme of the nearby , The report t'-t. 12.8? - Ten people were overcome by f^iines states that the two Central and two Piccadilly yesterday as they escaped from a smoke-filled platforms are to bo modernised. (Presuinably the tube station, with 2O0 other passengers Aidwych branch platform is to be excluded from after a fire near the escalator linking the the scheme Central and Piccadilly lines. The ten were treated and later relea.'sed from hospital. The It. 1^.64 - The front i>age story is a report that fire, which caused the station to be closed for twelve cars of the new 1983 tube stock are too tv-o hour.^, is thotight to have started among wide for the tube tunnels, which wa.s found out wortaien's materials, but damage was minimal, by LT engineers during cotaiissioning trials. The ai'fected cars - ^" toe wide - are to be modified 1^. •12.8'? ~LT has told the QLC that it must before they enter service. The fault is believed achieve economies if it is to freeze fares until to be Caused by a L-jck of rigidity in the. cars, 1985. The propoised budget will be di.scusscd by caxising them to bulge slightly, the GLC next month. LT wants to introduce roore oM-man operated buses and trains, savings in fsngineering work, and cuts in central adminis• POINTS OF INTEREST tration. LT will ask for an operating subsidy of £175 million next year, compared with £195- Alan A.Jackson write.s : adiiion this year. Capital expenditure would The Great Ruiwlip Kystery (UN 2(Sl , page 171) continue at the same level, comprising £97 mill• ion for replacing assets, £47 million for im• Although I have read all the Metropolitan Rail• proved passenger amenities at bus and under• way i)apers of the relevant period, there is no• ground stations, and £31 million for project-s, where to be found any mention or explanation of includiiig a new underground ticketing siysteni. the admittedly puaizling layout at Rui. is that the coach few year.'! ago when he told a passenger to stop firm Of Whytes of Edgware abandoned London smoking. Transport and set up the 'in field' transport at London (Heathrow) Airport, providing staff To update Mr,Connor's report, the number of de• transport 24 hoars each day for all airport railments reached 20 by mid-December. An outside w orkers. con-sultant earlier this year called many .sect• ions of track completely unsafe, forcing the Transit Authority to 'red flag' these areas and LETTER TO THE EDITOR slow trains to as little as 10 mph. There were Sir, over 500 red. flags out at one time, but a crash programme (no pun intended ',) will have moat of Piers Connor's report on the New York Subway them fixed - at least temporarily - by early (UN 264, Ujideirground Notebook No.7) brought back 198'*. In the meantime, the Transit Authority is many memories of my youth and the days when in the middle of a fi\^e-year, ^7.5 Billion (yes, rapid transit in New York was as dependable as Billion) programjne to rehabilitate the worst of the dawn. Living in the city during the i$hO's the system. Included are some 1,335 new cars, and 1950's meant being dependant on public new tracks and roadbed, replacement of whole transport, and one's parents always found an sections of the signal system which date to 1904 apartment 'near the subway' so dad could get to and station and tunnel rehabilitation, including work quickly and with minimvuu exposure to the drainage and ventilation. Over the years, new elements. The subway was also a magic carpet to stock was ordered as needed, resulting in a now- glittering Manhatten from one's Brooklyn or staggering number of stock types. In the 19^0's Q'fitrens residential neighbourhood. I can reismember only about six, and one division, the INO, had nearly 2,000 cars of one type built My memories of the subway are of dependability by three manufacturer.s over a 12-year span. and relative civility, I always knew that when I entered that hole in the ground there would al• One further comment on Mr.Connor's report. The ways foe a train along shortly. There, were no cers are 'generally very old fashioned' for a worries then of fires, derailments and collis• very good reason - the Transit Authority and its ions. The safety of the subway was .i-Ken foi" predecessors found a system that worked, and granted as it is now, 1 believe, in London. Of .stuck with it. Once they digressed. In the mid- course, the trains were crowded, especially 1970's a new type of bogle was designed for the during the peaks, but that was expected and they largest car order to that time - 75^ type H-46. were no dirtier than any other public place The bogie was a disaster with its one-piece which handled in excess of five million people a frame repeatedly cracking in revenue service. day. But the cars were not splattered with paint The ultimate solution was to replace every (I won't dignify this vandalism with the term single bogie on every car and scrap the origin• 'graffiti') and people generally obeyed the als. While the new bogies were being designed rules as set dcxwn by stern warnings on enamelled and built, the R-46 fleet was restricted to lim• wigns (below). In those days the staff had pride ited service, causing major problems in the in what they called 'the railroad' and there was .•scheduling of rolling stock and forcing the TA good maitrtenance of stock, right-of-way, signals to rebuild some out-of-service cars and keep and depots. New others in service after they should have gone lines and extensions for scrap. That ia why public pronouncements on SPITTISS were alvrays being the 1,325 cars now being delivered stressed that NO planned or built, it they are being designed and built with 'tried seemed. Crime was a a nd true• c ompo ne nt s. problem but it was no worse than most places on the surface and I hope one day to be able to return to New tork passenger* were not afraid to travel in the eve• and ride the .subway with confidence, able to see ning to films, the theatre, shopping or just for through windows, unbecmirched with paint, I'm social visits. That's the way it wa» when 1 left certain the work of Mr.Connor and others with Kew York In 1959. LT International will help bring that day closer but I'm afraid it's still a long way off. I believe Mr.Connor was being overly kind in 3 some of his comments and I would definitely not Your-s Inc er e ly, call New York a paradise for 'grlcers'. This Julian Wolinsky, enthusiast-, for one, has crossed the subway off Los Angeles, his list for the forseeable future for a number California, USA. of reasons. Looking back it is impossible to pinpoint the time and reasons for the downfall 27 Oecember 1983, of the subway but a programme of 'deferred main• tenance during th« 1960'« and the failure to re• move paint splatter immediately upon its appli• SOCIETY SECTIO.V cation are good places to start. It seems city Sales; officials and the management of the subway sys• tem lost respect for 'the railroad' and for New stocks of Mr.J.C.Gillham's Inner Circle etc. those who rode it. After all, they seemed to track map have been received, and can he ordered have said, isn't the automobile and the eight- now from the Postal Sales Manager (address on lane superhighways (which were being bulldozed page 7 of UN 265,) Please note the new price, tb.rough our cities at the time) the wave of the vfhich i& now 80£. future ? Passengers are not stupid ; They saw Also available la is.sue No.46 of The London Bus vfhat was happening - the safety problems, the MagaxitLe (Autumn 1983), price £1,50, more frequent breakdowns, the seeming ap.ithy on the p-art of the staff who in turn were not being 19 Lost Property Units from Acton Works after Overhaul: Will the person who left a pair of gloves and a Central 1716-2716-9717-1717 ist (b) co'X>y of 'Reader's Digest' at the Jamary Badea- Piccadilly 154--554-354 3th (d) Pow#li Kouoo meeting please contact the Editor Jubilee 3'*35-453 5-5535 7th (d) of this Journal, so arreng^^ments can be made to Metropolitan 5525-6525 8th (d) return the Items. Jubilee 3244-4 244-4344-5 3 44 9th (d) Piccadilly 156-556-556 13th (d) ROLLING STOCK. ALTERATIONS Metropoi ittin 5150-6150-6151-5151 15 th (b) Central 1712-2712-9713-1713 i5th (a) The following must be added/amonded/corrected foj Metropolitan, 555«S~6556 22nd (d) •1983: Central 17^0 -2740- 97'i 1 -1 ?41 22nd (b) Hopper Wagons HW407 and lGlkO& were scrapped in Ex|alanation of overhaul codes: ..\pril 1933 by V.Berry of Leicester. (a) Standard Heavy Overhaul 0 stock units 7056+7073 were received back at Cb) Half-life Overhaul Ruislip from .Metro-Cammell on 4 May 19S3. (c) l8-year overhaul 1960 stock trailers 4900/1/4/5 were taken to (d) 9-year overhaul Booths, Rotherham, by road on 2 .August 1983, from . ROLLING^ STOCK REVIEW The last R stock to go for scrap on 2? October No.7 - 1935 1983 should have included DM 22661 (total Car."*) • 8 New S,tock .Battery locomotive L5i was repainted yellow in 1973 Tub6^ Stock: Vovember 1983. Entered service, To elaborate on the delivery of 19S3 tube stock, trains leave Metro-Cammell on Friday night, Car: ll4 thence to Aylesbiiry via Princes Risborough, Entered service, Central Line: where it is then stabled overnight. The next morning (Saturday), it is then taken direct by Unit; 89a BR to Neasden depot, after which the BR loco• 1983 ^Tube^Stock: motive returns to Aylesbury (and ultimately to Bescot, near Birmingham). From Metro-Cammell delix'ered to Seasden Units; 36O1. 3602 3603 3604 December 1983 Stock: 1983 Tube .Stock Frora Metro-Cammell delivered to Ruislip From Metro-Cammell, Birmingham, delivered to Neasden Units: 7128 7139 3603-4605-3 703+3 604 ~46o4-5 704 lOth Entered service, District Line D Stock Ventilation .Modifications Uidts: 7108 7124 7125 7126 7127 7128 7129 Ealing - Ruislip - Ealing - Stock Scrapped Units Huisllp M.C.W. Acton 1938 Tube Stock (cars)! •7532 5.12.83 5.0050 10155 1.0156 10167 101.68 10179 10180 10181 7126+7025 5.12.83 6.12,83 105.89 10197 10204 10208 10211 10216 10219 10220 7034+7061 6.12.83 8.12.83 10225 10256 aos4o 10250 10254 1025s 10261 10284 7072+7049 12.12,83 13.12,83 10516 10319 10331 ?034+70Si 20.12.83 21.12.83 75.^8 21.12.85 11050 11155 11156 11167 1116B 11179 11180 11181 1 i i&9 11.197 11204 11208 11211 11216 11219 11220 M.C.W. - Ruisiip - Acton ~ 11225 11236 11240 11250 11254 11258 11261 11284 Units Ruialip Ealing Ealing 11316 11519 11321 7004+7097 7.12.85 8.12.83 12016 12025 12118 12119 12122 12128 12129 12131 7500 12.83 S. 12155 12144 12425 12430 12433 7104+7003 9.1.^.83 13.12.83 70S2+7031 15.12.83 16.12.83 0122.47 012248 012250 012257 012258 012262 012274 755755 SS 20.12.83 032276 012278 012287 0122«»4 012300-012301 012303 7098+7123 22.12.853 23.12.83 012305 012308 012515 012318 012533 012353 OI23S2 012374 012380 012383 012393 012396.012476 i i ••» c e 1 la ne ou s M o vemse nt s 1960 Tube Stock (cars): L^l. Acton to Ealing Common (ex-collision, burn• out & overhaul) lat 3910 3911 4900 4901 4904 4905 LJiJ Lillle Bridge to Acton (overhaul a- modifi• CO/CP stock (cars): cations) 7th .yai ^cton to Ealing (ox-hot box) i5th 55262 5'i211 !i2Z Lillie Bridge to Acton (collision) 15th R Stock (car.s); g.ervice .Stock 21100 21103 21105 21107 21121 21126 21133 21140 F.B579 cut up at Ruislip by V^Berr;/, Leicester 2H4l 211.45 21147 21149 16th 22622 22629 22645 22646 22647 22650 22632 22653 linits to Acton Works for Overhaul: 22654 22655 22656 22657 22661 22663 22666 22663 22669 22674 22682 22683 22684 22686 Piccadilly ' 319-519-11-9 1st (d) Central 1756-2736-9737-1737 1st (b) 23230 23255 .23244 25249 Jubilee 3444-4544-3544 7th (d) 23300 23303 23305 23311 23312 23320 23323 23333 Metropolitan 5566-6566 8th (d) 25341 23344 23347 23349 ..Jubilee 3245-4245-4345-3345 9th (d) Piccadilly 136-556-536 i3th (d) 23400 23403 23405 25407 23413 23415 23426 23433 Victoria 30O7-4007-4107-3107 l4th (c) 23437 23444 23447 23449 Metropolitan 5l60-6l60~636l-5i6l 29th (b) 25507 23509 23519 23529 23530 23542 23544 23550 23552 23553 23555 23556 23,557 23561. 23563 23567 23566 23575 235?6 23580 2358i 23583 23584 23586 1972 Mkll Tube Stock Line Transfers 5250-4250-4350-3350 From 11.83 To 3250-4256-4356-3556 1959 Tn'oe Stock (units): (e) 3256-4256-4556-3356 Northern to 3akerioo - From 11.83 To 3256-4250-4350-3350 1200 1204 1208 12l6 1220 122% 1228 1232 '1236 3,973 Tube Stock 1240 1244 1248 J252 1256 From 888-68S-889 1207 1211 1215 1219 1225 12S7 1231 1255 1239 1.83 To -114-688-889 1243 1247 1251 1255 1259 K Stock 1962^ TuOe^^^Stock^ (units); From 23507-22650 Central to Northern - To 23507-23320- -22650 1742 1744 1746 1748 21147-23320--22682 Prom 1.83 To 21147-23251--22682 1972 iMkll Tube Stock (units): From 21141-25231--25235-23344- "23444 Juoilee to Northern - To 21l4i~23235- -23344-23444 3231 3232 3233 3234 3531 3532 3533 3534 From 21149-23249- -23230--23349--23449 Uf) To 21149-23249- •23349-23449 Livery Alterations 2.83 From 23586-22686 From Maroon to^Yellow: To 23586-23230--22686 Acton Yard Locomotive - From 21147-25231--22682 To 21147-23231-22679 Lll Prom 23581-22679 SI«et Locomotive - To 23581-22682 ESL107 Notes Battery Locomotives ~ (a) IIO12 for scrap, II178 renximbered to 1 1012. (b) 1458,2458,9501,1501 collision damaged. L21 L27 L28 L35 L57 L39 l48 L51 L5& (c) 9747.9749 stored spare. Pilot Motors - (d) 1576 ex-collision, 2704 ex-2696, 9705, 3705 ox-spare. L126 LIE? LI34 L135 (e) 3250,5356 fire-damaged. Weed-Killing Ballast Motors - (f) Reformed for scrap Li50 LI51 Re number ing_ of Stock From Grey to Yellow; 1938 Tnbe Stock,DM: Flat Wagon - 11178 to 11012 9.83 F352 1962 I'ube Stock Trailers: Heftirbished Flat Wagons - 2644 to 2720 2.83 2694 to 2718 6.83 2720 to 2638 2.83 2448 to 2462 7.83 P357 P358 F366 F369 F385 P3S6 F394 2638 to 2608 2,83 2462 to 2478 7.83 Brake Vans converted to Match Wagons (tube) - 2608 to 2692 3.83 2492 to 2504 7.83 2682 2650 2504 2474 B58O B585 to 5.85 to 7.83 2692 to 2684 4.83 '2522 to 2524 7.83 New Sorvice Stock 2684 to 2648 4.83 2528 to 2500 7.83 2488 2460 4..83 2510 to 2570 7.83 Dnimog depot shunter: to 2570 to 2518 4.S5 2518 to 2602 7.83 L84 2532 to 2618 4,83 2618 to 2580 7.83 2648 2728 26S2 Serylee Stock Scrapped to 2732 5.83 to 7.83 24o8 to 2448 5.83 2650 to 2590 7.83 Hopper Wagons - 2478 to 2488 5.83 2590 to 2694 7.85 2494 2452 2714 2582 • HW407 HW40S HW4l4 HW421 HW426 HW429 to 5.83 to 8.83 2732 to 2714 6.83 2704 to 2408 8.83 Pilot Motor cars - 2460 to 2490 6,83 2490 to 2492 8,83 2474 L128 LJ29 to 2494 6,.83 2452 to 2522 8.83 2500 to 2510 6.83 2582 to 2696 9.83 Steam Cranes - 2602 to 2532 6.83 2524 to 2528 10,83 C6O5 C62O C62t 2580 to 2728 6.83 2696 to 2704 10.83 Brake Van- LONDON TRANSPORT SERVICE STOCK FB579 No.3 - Oec ember 1983 Ref oz^ma t i ons The following observations were made on Wednes• 1938 Tube 'stock • day 28 December 1983, when no Engineers' trains From 10012-012256-12027-11012 were scheduled to operate throughout the Under• 8.83 ground ne twork. To 100x2-012256-12027-11178 (a) From 10178-012271-12051-11178 Abberviotions u.sed for locations; 8.83 To 10178-012271-12051-11012 1 AM Am-ar,sham (goods yard) 1962 Tube Stock AW Acton ¥orks CF Cockfoster.* depot ProM 1500-2528-9501-1501 EC Ealing Coinmon depot From 1438-2458-9459-1459 1.83 (b) GG Solderis Green depot To 1500-2528-9459-1459 H Hainisult depot LB Front 1746-2746-9747-1747 LP London Road depot To 1746-2746-1747 4.83 (c) N Neasden depot From 1748-2748-9749-1749 NF Northfieids depot To 1748-2748-1749 R Ruislip depot From 1704-2575-9577-1577 WHD W.H,Da%'is & Sons, Shirbrook To 1704-2704-9705-1705 10,83 (d) X In transit between Booth's (Rotherharo) and To 1576-2576-9577-1577 Ruislip depot 21 Number of UnAta overnauled at Acton during 1983 Stock Jan Feb Mar Apr May Jun Jly Aug Sep Oct Nov Dec Tot a: „ 1956 (N) _ 1 - - - - - 1 1 2 - 5 1959 (N> 1 1 2 2 1 3 1 2 1 3 17 1962 CO •X 2 3 2 1 1 2 2 2- 1 3- 25 1972 Mkl (S) 1 :t. 1 1 1 1 1 1 1 I 10 1972 Mkrl (N) ~ ~ ~ „ -1 - 1 1972 Mkll (J) t 1 -1 -1 1 2 -1 -1 2- 11 ~ ~ 1 1 1 2 ~ 2 - 9 1973 iP) - - - 2 A Of) 2 1 2 2 2 1 1 1 1 2 3 1 19 C69 (M) 1 2 1 2 1 2 1 3 - 2 2 18 Total: 8 9 10 11 8 12 5 11 10 9 12 10 115

Comparison number of Units overhauled at Acton 13 years ago: during 1968

1938 (N) 3 3 5 3 1 2 5 2 3 4 3 1 35 1938 (B) 3 2 1 3 1 2 1 2 1 2 22 1938 iP) I _ 1 1 - 1 1 1 6 1959 (P) 5- 6 - 6 k - 2 1 - 1959 tC) 2 2- - k 1962 (C) 3- 3- -1 3- -2 -1 3 2- 3 8- 6- 6- kj, Q (D) - 1 1 1 ™ 1 1 - - 1 6 CO/CP (D) 1 1 1 „ 2 1 2- 8 CO/CP (M> 2 2- 2 2- 2 1 2 1 2 2- 1 2- 21 S (D) 3 1 2 2 0 3 1 2 2 3 3 26 A (M) 3 1 2 t 3 1 2 1 2 1 2 2 21 Total: 22 19 20 17 21 Ik 26 9 19 22 19 16 224

Service StocK Locations (continued) •P350 LB ''F351 LB 'F352 ft •P353 K F354 LB •P355 LB F356 H •F357 R Other K'otes; *F358 LB F359 LB F360 LB F361 R t Awaiting scrap F362 R P565 N -•F364 R P365 LB * Vellow livery *F3<56 R F367 LB F368 N •F369 R F370 N F371 LB F372 LB F373 Locomotives F374 LB F375 Nf P577 LB tF379 N Electric: F380 R F382 N F383 LB F384 LB 'F385 K •F3S6 N F387 WPJ) F388 K *Lll AW 12 NF Li3A/a AW F389 LE F390 LB P391 LB F392 LB Batterv: F395 EC *P394 N F395 WKI) F396 LB F397 LB F398 R 'LI 3 EC LI 6 AW LI 7 AW •LI8 R L19 L20 A¥ •L21 L22 AW •L23 EC L24 AW Additlorial notes: L25 AW L26 LB •L27 LB •L28 R "•L29 LB F352 with Steiner HSM8OO trench digger. •L30 AW •L31 A¥ •L32 AW L33 LB •L35 LB F340 with Smalley 3009 concrete breaker. L36 N 'LS? AW •L38 R *L39 a L40 LB F34l tank car (for emptying drains). Vik jR L45 R L46 N l47 LB *L48 LB F3I1 with water tankis, maroon liverv. 149 LB L50 N 'L5l R L52 J{ L53 N F342,F343,F345,P350,F351,P353 with concrete L54 LB •L55 LB •L56 LB L57 N L58 LB mixer.'s, L59 R L60 l£ *l6i LB F356,F360,F3G5,F367,F370,F374,F384,F589,F396, F398 with yellow aides only. Diesel: F547,P388 carry cable drums. CL81 N DL82 EC DL85 LB F333,P593 refurbished grey-F33l in course of r ef ur b i sh i ng, linimo^ Shunter; F336 repainted yeliov; ends only, * 1^4 EC F356 bin wagon for rubbish trains. Sleet: Hopper Vagoni ^.*ESL101 LR -f-'ESLlOa H .(••ESL104 GG 'HW20t N 'IW202 R •HW203 R *HW204 -^*ESL10(> G6 'ESLiO? AW |»ESL108 H •HW202 R *KW206 R *HW207 R •KW208 R •JI-ESL114 CP t*ESL117 LR ESL113A/3 N •HW2O9 !Si *irvv2io R *HW211 R •HW212 R R •!-|VJ2l4 H •HW215 R *KW2l6 R Pilots: •HW213 "HW217 R *HW2l8 N •HW219 R 'HV220 R *L126 AW •LI 27 AW •L130 R *L13l H •HW22i R •HW222 H '•L134 AW 'LI35 AW HW403 LB .5HV406 R HW4l5 LB HW4l6 LB Ballast: +^IW418 EC tHW420 R HW422 N HW423 LB |HW424 R R liW428 N tHW435 R "L140 EC Ll4l EC L142 n Ll45 N .tHW425 HW43? LB *Li44 LB Ll45 LB L146 R Ll47 R LI 48 LB Li49 EC •LI50 R •LI51 H Rail Wagons: L152 LB L153 LB L154 LB LI 55 LB YRW454 LB -tRW435 K tRW456 LB tRW457 N Miscellaneous Veh.iclea +RW458 LB tRW459 LB RW46o N Hw46i R RW462 EC RW463 LB HW464 LB EC J'lat Wagons: tRW463 RW466 N RW467 EC +Rw46e N •{•RW469 EC N • F305 R •I-P306 tP310 EC RW470 EC RW471 EC RW472 LB R F311 N tP3l5 JS F3l4 LB tP315 EC RW475 RW474 EC RW475 LB RW476 N RW477 EC P3l6 H F3t7 R F319 EC tF320 H RW478 N Iv RW4 80 LB RW48i K F321 EC F322 LB tP323 N tF524 N RW479 tRW482 N RW485 N RW484 N +RW485 EC tP325 EC F328 R F329 N F331 EC RW486 EC RW487 N RW488 R RW4S9 LB *F332 N F333 EC F-335 EC F336 LB RW490 R RW491 R RW492 R R tP538 ?! tP339 F340 LB F34i H RW495 RW494 R RW495 R RW496 R R "••F342 LB •F343 R •F344 R *P345 LB RW497 RW498 R RW499 R RW500 R RW5G1 R F346 R P347 R P348 R P349 N 22 RW502 R HW503 H KW504 R RW505 K Finchley Road, in the form of fluorescent bulbs. KP 22/84 - Prom Konday 9.1.84, some 5 years and 8 months after the arrangements were first intro• duced, District Line 'C' stock trains to and {-60 ,mrt84 RU-f ,RW48-x fittecJ with ELK equipment. from Hammersmith on the Metropolitan Line run in RW490 fitted with electric boist for operating' passenger service, instead of running; empty. The with long rail trains, additional workings are as follows: RW490-504 fitted with 'hoop' side rails for operating with five-car long rail trains. HW469 mk65. without bogies, placed on top of Kon-Pri; 06.42 15.30 15.31 15.41* Brake ,y<^ns: Sat: 10.47 Sun; 07,37 tB555 K B556 AW B558 EC tB559 N *B360 LS tFS578 R 'BSfiO X ' fBSSi R £_rQm £d.§wa,re_ Ro;»d _to iteiimtersmith - B582 B584 'B585 LB B583 R R X Mon-Fri: 09.43 10,05 10.09 l8.45 .42 Additional notes: Sat: 18 Sun; 25.40t B558 in maroon livery with yellow ends. B580,B5S5 tube atocic match wagons, Note stft.rtt; from Qoldhawk Road, B583,8584 surface stock match wagons. t from inner rail Circle service. 23/84 Iliesol Cranear NF^_ - During the Christmas and Sew Year hol• iday period, tlTrough Piccadilly Line services to 'C60€ *DEC6l8 DEC622 EC *l>EC6l7 EC LB Heathrow (which terminated at Hatton Cross after ••C623 te 21.15 on Mondays to Fridays because of t4 con• struction work (see UN 26O, page l49)) were re• Ji^jCor^^iers: 23.12.83, *jc688 -jcegi stored with effect from Friday Even• •JC683 EC . EC JC6B9 LB N ing reversing at Hatton Cross was resumed with effect from Monday 9»1.84. A poster, adverti-sing Gaw£in^___Car; the arrangements, statess that the .Monday to *g665 B Friday evening suspension will continue until Track Maintenance Machines; about February 1984. •t*PBT76l H +-PBT762 R •i-*paT?63 R KF ^ 2.4/;.84 - On certain Satsirdays when Pulham F.C. +*PTL764 R •SC765 R »TMM771 R play at 'home', some of the additionaJ spare *mM772 H »T^m773 N •T>n>i774 AM trains provided make special trips, especially ,84, 'T>fi-f?73 AM • ^ for return traffic. On Saturday 7.1 for ex• ample, train l?i (6—cars C stock) ran non-stop Kote; from Putney Bridge to Kings Cross (via Edgware TM5-177i~773 do not yet have 'T>0-!« prefixes. Hoad) carrying atspporters, thence to Aidgate to T'!!-»'S774"-775 do not yet have aisy identification. (reverse) and back Triangle sidings. Also, train 3 70 (6~cars B atock) ran non-stop from Rail Grinding^ -C^ars: Putney Bridge to Victoria, then to Mansion HG,802 R RG803 R House (reverse), returning to Parsons Green. This is not th« first occasioit that C stock from Porstmwel C : the Wimbledon branch ha.s ventured onto the noj— thern aide of the Circle Line on Saturday.? for PC85O N PC851 N *PC852 H tPCSS'i EC such s. ••f>C855 R -fPCPsS N "PCSg- N 'PC 8 58 K purpose 'pca59 N KF 25/84 - g-ATther to NI*'' t/84, overhaul dates are Track,Recording IVailer; still being applied to i95('>/9/62 stocks and also A stock, but NOT an others. 1972 Mkl stock unit TRC9I2 AW • , 3229, for instance, ex-Acton on 5.7.83, was seen 4 ,84 Tunnel Cleaning, Train: in service on .1 with no date on the exter• ior of the Car body, but had a hand-painted date •TCCi-5 SF inside the e. the little-used ejnsrgoncy crossover at Hatch End was reroo%!-ed. To WhiteohaiJel-Shoreditch -(East London), date, S^ps in the ciu-rent rails reiaoin unfilled, ."ind the former signal box still stands but has Queens Park-Stonebridge Park (Bakerloo). been vandalised. In connection with, the develop- Olympia-High .Street Kensington (District, and i-nent of Watford Junction station, altex-ations not just to Earls Court, as previous), ( presuasfd to be temporary?) have been made to the d.c, piatforiMs. Platform No,l (nearest the Rayjiers Lane-Uxbridge and Holborn-Aldwych street) is out of use entirely as pile-driving' (Piccadilly). Is proceeding parallel to it a short distance Kennington (Northern, between Charing Cross away. Pltttform,? 2,3 and 4 have all been shorten• and City branches, to and from Korden), ed froa th.3 buffer stops end by about two- or three-ear lengths, but each is still long enough Epping-Ongar and at Woodford (to and from to acconmodate a six-car train. Hainault) .' .34/84 1983 It is interesting to note the last mentioned KP - From October all trains on the service ~ one would think that the broken line Isle of Wight were made 'no-smoking', It is re• (SI9 should duplicate the normal service (which has ported that the two withdr.wn coaches and the note of being closed after 20.00) but as far S50) are to be taken to Sandown for use as as Grange Hill only. Permanont Way stores vehicles. The Terminal 4 loop on the Piccadilly Line is NP_2,^g£84 - Cheap travel at 20p single or 40p re• also shown as xmder construction. turn foi" any distance on the Underground was on offer to children under 15 years of AS^, from The only reference number ia: PWT IO.1983, with 24.12.83 to 6.1,84. no clue a.: use weekly Trax'elcards to consider taking up AOTTHING BEHIND monthly tickets. LOST .SOMETHING? APPLY TO THE LONDOM TRAMSPORT LOST PROPEHTy Ctmi.STMAS STORIES OFFICE AT 200 EAKF.R STREET Wv'l 5RZ, GIVING FULL DETAILS (1) Observed by a coi"respor)dei:it or. 22,12.83 on the west end of a westbound D stock train at West Kensington - j>aper chains draped in ,|gr,.,.2Z/.84, - Since early December, a new style LT loops across the cab windows, 'snow' sprayed Underground poster map has been on display. It into the corners of the cab windo%')s, and a has A bold bXua title on a white background and silhouetted Christmas tree using 'snoi«' in ,',;faow» the special and peak only services, as the offside cab window, about 18" high I well as listing the stations with restricted (2) opening hours, stations with cycle storage Eastcote station staff provided the usual facilities, and an explanation of the zonal excellent display of decorations in the fares system. Distinction is made between 'in- booking hall. terchang:e with, BR' and 'interchange with BR (5) BrOBiley-by-Bow (for the first time ?) also •within walking distance'. The peak-hour and had decorations in the ticket hall, plus special services on the maj:> are shown by broken the playing of Christmas carols in stereo. lines in the appropriate line colotnr, and in• clude;

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