UNDERGROUND NEWS NUMBER 282 ISSN 0306-8617 JUNE 1985

THE TIMETABLE

' Sundays 2 June & 7 July » London Buses operate their excxirsion to Brill. Full details I on page 63 of UN 281. Friday l4 June Talk, 'FroEi Programme Machines to Computers — the Develop• ment of Modern LT Signalling Practices', by Mr.R.Blakey, Development Engineer (Signalling), LRT, I9.OO for 19.15 in the Conference Room, Baden-Powell House. Please note; As this issue closed for press, there was a possibility that Mr.Blakey would not be able to give his talk, due to business commitments. In the event of Mr. Blakey not being able to attend, the Society's Chairman, Mr.B.R.Hardy, will give a slide presentation instead, and Mr.Blakey xirill speak at a later date. SatTirday 29 June Society tour by bus of the Docklands Light Railway route from Tower Hill to the Isle of Dogs. Details UN28l, page 63. Sunday 30 June LURS Members are invited to participate in the London Pass• enger Transport League's annual memorial walk over the aban• doned Northern Line extensions from Finsbury Park to Alex• andra Palace, Edgware and Bushey Heath. This will be an all-day event, departing from Finsbury Park at 10.30. The cost will be £2.50 per person. Applications, with SAE and cheque for the relevant amount (payable to 'The London Passenger Transport League') to LPTL, 8 The Rowans, Palmers Green, London, N13 5AD. Tuesday 2 July ' Library Evening, 18.OO. The Society's Library open for inspection at 62 Beauval Road, Dulwich, SE22 8UQ. Saturday 6 July Morning visit to Acton Works. Applications, with SAE, to Mr.G.A.Finch, 161 Valetta Road, London, ¥3 7TA.

Further Timetable items on page 80.

UNDERGROUND NEWS IS PUBLISHED & PRINTED BY THE LONDON UNDERGROUND RAILWAY SOCIETY. CORRESPONDENCE SHOULD BE ADDRESSED TO THE EDITOR WHOSE ADDRESS APPEARS INSIDE. MEMBERS ARE ASKED TO ENCLOSE A STAMPED ADDRESSED ENVELOPE IF A REPLY IS REQUIRED. OPINIONS EXPRESSED ARE THOSE OF CONTRIBUTORS AND NOT NECESSARILY ENDORSED BY T.L.U.R.S. © THE CONTENTS ARE COPYRIGHT. LSYTON SIGKAL FRAME On Saturday night/Sunday 13/l'i May, a it^uch lar• ger squad of LT and NNH staff filled a 4-ton In 1978, an article appeared in Undei-ground News lorry with the rest of the equipment in well (No,197) outlining the disposal of the redundant under two hours. This may not sound a great signal frame from the signal box at Leyton on feat, but the equipment, including some very the Central Line. Now, some seven years later, heavy items and weighing, in total, nearly the this signal frame has been restored to working 4-ton lorry capacity, had to be brought down the order and the story of this is told below. How• narrow cabin steps, across two tracks, alongside ever, as the Society has grown considerably In about 100 yards of track and onto and across the these seven years and has many new members, your eastbound platform. It was fortunate indeed that Editor thought it would be appropriate to first there is a side entrance at street level to the publish the original article, followed by the eastbound platform, or more stair work would latest report. have been involved.

nm PRESERVATION OF LEYTON SIGNAL FRA>iE The exact use of the equipment then had to be determined, but the frame can be split into two by sections, of either equal or unequal proport• Paul Creswell ions - it could thus form the nucleus of two of the NNR's future cabins on their line from Sher- What Eay well have been the first example of the ingham. preservation of an cx-LT signal frame (other than by LT) was accomplished in May 1978, at THE REBIRTH OF LEYTON LEVER FRAME least to the extent of the remov^al of the frame from LT premises. by John Keutgen Until the closure of Leyton cabin in November 1971 1 severing the connections with the Eastern In April 1978 a group of volunteers from the Region, the box was unique to the Underground in 31 and London Transport Sig• that it consisted of a -lever mechanical frame nals Department spent two weekends dismantling by Dutton & Co. of Worcester occupying two- and transporting to Sheringham (the NNR's head• thirds the length of the box, together with a 25 quarters) the lever frame from Leyton signal -lever power frame of standard LT design, occ• box. The box, originally Great Eastern, was upying the other one-third. The mechanical frame l893, sited on what is now the Central Line just south dated back to during the Great Eastern of Leyton station and the frame was to an 1893 Railway's period of operation of the line, as design by S.T.Dutton of which only one other ex• did the box itself, but the adjacent power frame 1947. ample is known to be still in daily use (at dated back only to when the Central Line Trovrse Swing Bridge Junction just south of Nor• was extended from Stratford to Leytonstone. wich on the main line to London and the Mid• During the spring of 1978, the decision was lands). The frame had been offered to the NNR at taken to demolish the box as both frames had be• a very reasonable price as the box at Leyton was come disused following modernisation and auto• scheduled for demolition and being of an unusual mation of the signalling in the area, which is design was considered ideal for preservation. At now controlled from the adjacent relay room. It the time it was realised that neither of the two WAS felt by some staff on the Signal Department lever frames in the possession of the NNR were of LT that there must be a preservation society suitable for use at Sherir^ham station, so the offer was accepted although only the haziest somewhere which would be interested in a frame idea of how it would be used and where it would of this type, and a nvunber of societies were 1978 be sited existed. Now, seven years later, the contacted in April with this thought in frame has been restored and reconstrticted, and mind. Following a visit on 29 April to view the in 1985 will control the first phase of the re- frame, the North Norfolk Railway Company took signalling of Sheringham station. advantage of the offer and arrangements were made to strip and remove it. During reconstruction it was realised from the On Saturday 6 May 1978, a day shift of LT Signal two sets of numbers stamped on the tappets that Dspartment volunteers and N.N.R. members stripp• this frame was in fact part of a much larger ed down the frame completely and lifted all the frame which probably stretched the full length eqiiipeent from the underside of the frame to the of the box at Leyton. The main features of this floor of the box, as the only access below, via design of frame are that the levers are in one the working relay room, was not permitted for piece curved at the lower end with the fulcrum reasons of safety. During the course of Sunday at the end and the rod and wire connections nightA?onday 7/8 May, a rather smaller number of being taken off at the bend in the lever. The LT and NNR personnel filled a 35 cwt vanwith locking was by tappet and wedge actuated via an come of this equipment, but the task was by no escapement mechanism by the catch-handle. The means completed that night. Sunday night is, of catch handle is curved in shape and situated be• course, difficult to get people to work on, es• hind the lever. At the time of removal there pecially if they have to work again on Monday were no mechanical connections to the frame and morning 1 each lever was fitted with a circuit controller

PHOTOGRAPHS OPPOSITE

Top: Leyton signal box In LNER days, looking west towards Stratford and London, on 2 July 1937, and before work had started on the Central Line extensions. (LURS Collection). Centre: Just over two years later at the same spot, on 22 November 1939, with work on the Central Line extensions then in full swing. Note the newly constructed ramp leading to the tube tunnels and that some track and current rails have already been laid. The LNER tracks remain as in the above photograph, those for the Central Line have been 'fitted in' between them and the houses on the left. At that time little or no work had started on what became the adjacent LT relay rooia, on the 'country' side of the LNER signal box. Because of the war, however, tube trains did not reach here (and on to Leytonstone) until 5 May 1947 - some 7i years later. (LORS Collection). Lower: The last days of Leyton signal box, showing the adjacent LT relay room, on 29 April 1978. The connection with the Eastern Region has long since gone, although the alignment of the track can bo clearly seen. A 1985 view of the same spot would show the LT relay room still in pos• ition, but only the foundations of the LNER box remain. (R,J.Greenaway)

66

atcached to a Westxnghouse D5 lever lock of a small powei- box controlling not only the funct• build standard used only by London Transport. ions of Wensum Junction box but the access to When the NNR took over Sheringham station, only the new depot as well. The NNH purchased the the East box (one of two boxes - 'East' and superstructure of the box which was of wooden 'West', of 1906 origin, which replaced the orig• construction on a brick base and this was inal 'Station' box) remained in existence, con• transported to Sheringham where for some months taining a l4-lever Saxby catch-handle rocker- it rested on a Lowmac wagon while the foundat• locking frame common on parts of the Midland ions and a new brick-clad concrete base were Railway, the chief feature of which is the fact being constructed on the site of the old West that the entire works of the frame are situated box. Once this work was completed the wagon was above the signalman's floor. Due to a road im• parked alongside the site and the box jacked up provement scheme this box had to be removed. At and roiled onto its new base. January 1983 saw this time the NNR did not possess the expertise the box ready for the installation of the Leyton or equipment to move an object a* large and frame. All parts were carefully restored and awkward as a signal box to a location other than slowly the frame began to take shape. While this one reachable by a road-going vehicle, so the was happening the paper design exercise was box was resited on the up platform just west of being carried out, negotiations with the Dep• the site of the pre-1906 box. The site was not artment of Transport Railway Inspectorate were ideal, visibility of the yard being partially proceeding and by the time the frame was fully obstructed by an overbridge and parked rolling re-assembled a fully approved system design had stock and some points were beyond the limit for been produced. mechanical operation. As the track layout devel• The design required the use of 20 of the 31 oped it soon became apparent that the l4 levers levers but in order to allow for future expans• were not going to be sufficient. As the levers ion a design covering the maximum possible of this frame are more widely spaced than is degree of siguailirig that would ever be re• usual to allow for the locking rockers and some quired was produced so that spare levers could of the floor space was taken up by the level be positioned where they would be required in crossing gate wheel, it was felt that more any expansion. levers would be available if the box was fitted with as much as would fit in of the Leyton One of the problems encountered when having to frame. use second-hand components in a project like this is the number of different power supplies At this time, signalling was virtually non- required by the various items of equipment. All •ixistent on the NNR, the line being operated on the relays were 12V d.c, the block instruments the 'One Engine in Steam' principle, with all required 2%V d.c. and the lever locks having connections with the main running line being been originally made for London Transport were controlled by ground frames released by the all fitted with coils wound for lOOV 33iHz a.c. train staff. Signalling was considered a non• essential luxury and the usual financial con• While work was proceeding on the box at Shering• straints of a preserved railway meant that ham the search was on for other materials, e.g. little was done although it was realised that signals, point detectors, mechanical connect• the presence of signalling would add authen• ions, relays, repeaters, location cases, etc. ticity to the appearance of the line. These items were obtained from Ipswich Goods Junction signal box, closed on 7 April 1984 on As the popularity and traffic of the line in• the extension of the electrification of the creased and with the line currently bein,g exten• London - Norwich line beyond Colchester. A group ded a further two miles beyond Weybourne (the of volunteers from the NNR removed the mechan• then western terminus of the line) it was dec• ical connections from the points. The following ided that signalling had at last become esseii- weekend a smaller group of volunteers returned tial as an aid to increased operation rather to remove relays, repeaters and other electrical than just cosmetic. Weybourne already had a items. signal box obtained from Holt (formerly the next station west) and rebuilt on the up platform. By the end of 1984 the Leyton frame had been Sheringham however, only had the small box that completely reconstructed, all main signals and had been moved to the up platform and was being subsidiaries had been erected, the electric used as a signalling musetua. This had proved to interlocking had been wired and tested and a be a great attraction for visitors and given the fair proportion of external mechanical connec• disadvantages in location mentioned previously, tions had been installed. An Instrument shelf it was decided to abandon this box and to look has been constructed and repeaters etc. in• for a new box that could be rebuilt on the site stalled. Relays have been allocated and insta• of the old Sheringham West box. By this time, lled in cabinets ready for wiring' and the first the railway workers had gained sufficient exper• signal has been connected to the frame. ience in moving large awkward items to inaccess• The present aim is to have the first phase of ible places and the absence of road access to the the project in operation by Easter I985, with site was considered to be a problem no longer. project completion scheduled for Easter 1986. 1982, Then the work will start all over again - at In with the completion of the new Crown Weybourne box I Point maintenance depot at Norwich, one of the many signal boxes in the vicinity of Norwich Applications for visits to Sheringham (ex-Leyton Thorpe station became redundant. This was and Wensum Junction) signal box may be made to Wensum Junction box which was replaced by a the Commercial Manager at Sheringham station.

' PHOTOGRAPHS OPPOSITE

Top left: Interior of Leyton former LNER signal box on 29 April 1978, showing the unique (to LT) lever frame supplied by S.T.Dutton of l893 design. In the background can be seen the remains of the adjacent LPTB miniature lever frame and on the left the former LT Illuminated diagram lying on the cabin floor. The signal box was taken out of use in November 1971, which marked the end of the few remaining Eastern Region i3MU workings, then confined to early morning staff traitis. (R.J.Greenaway) Top right: An interior view of Sherin^ham West signal box (North Norfolk Railway) on 8 July 1984, showing the ex-Leyton frame in restored and almost working condition. (Brian Fisher). Lower: In time for the May Day Bank Holiday weekend 1985, Metropolitan Railway class E 0-4~4T steam locomotive No.l (which was LT No.L44) was returned to steam by the Quainton Railway Centre. Looking immaculate in restored condition. No.l is seen in the former Brill branch plat• form at Quainton Road on 6 May 1985- (R.J.Greenaway).

69 ALL CHANGE ON THE E.L. - AGAIN December 1953 to Septewbei- 19fe3: iPour-car 'F' stock from Metropolitan Line. by September 1963 to September 1964j Four-car 'Q,' fiichard Evans stock from District Line. Since electrification in 1913, the East London September 1964 to May I965: Six-car (2x3-car branch of the Metropolitan Line has always been units) of District Line CP stock. served with a variety of rolling stock, and yet May 1965 to September 1971: Four-car 'Q' stock again we see another change, wrtth spare units of from District Line. District Line D stock taking over from A60/62 stock during the weekend of 27-28 April 1985. September 1971 to January 1974: Four-car (2x2-car units) or five-car (lx3-car and Although East London Line stations can accotmno- 1 2 date full-length trains, passenger traffic re- X -car units) of District Line CO and CP stock. quiressents and subsequent signalling restric• tions (shorter reversing berths at New Cross and January 1974 to June 1977: Four-car units of Shoreditch, brought about by terminal protection 1938 tube stock from Bakerloo Line. 1975) as a result of the Moorgate collision in June 1977 to April 1985! Four-car units of have dictated 'short' trains for many years, A6O/62 stock from Me tropolitan Line. d\iring which time rolling stock maintenance has changed a number of times (between Ealing Coimnon From 27 April 1985: Three-car units of D stock (District stock) or Neasden (Metropolitan from District Line. stock)), according to which line's stock was op• erating at the time. D Stock on the East London Rolling Stock Although there has been a surplus of D stock 1982, 1937 since service reductions of Deceaber these Until the line was wholly operated by the spare trains have been absorbed in the ventil• Metropolitan's saloon stock, which comprised ation modification programme. It was not until several batches built between 1904 and 1921, the 30 1985 (1904-06) January that there was, for the first earliest types having clerestory roofs time, a full complement (75 trains) of D stock akin to the period, while the later batches (1912/13 1921) on LT metals, for the first trains for ventil• and had eliptical roofs. In add• ation modifications had been despatched (in ition to the eight 'local' trains per hour be• March 1983) before the last of the new deliver• tween Shoreditch and New Cross/New Cross Gate, a ies were made (in June I985). With one-person- through service of four trains per hour to and operation (OPO) of London Underground trains at from South Kensington (bay) via Baker Street was last getting off the ground (Hammersmith & City also operated* However, the latter lasted only 1984 1914, Line from March and Circle Line from Oct• until when through East London trains were ober 1984), plans were implemented to so operate to and from the Hammersmith & City Line instead. ail surface stock lines, involving the Wimbledon This through service became peaks only from May to Edgware Road section of the District Line 1936 and was withdrawn completely in October 1941, (operated by C stock) and the District main line since when the East London Line has been (O stock), both types of train being designed purely a branch line worked over the years by a with OPO in mind. The Metropolitan main line and multiplicity of stocks (not all at once I), be• East London section, operated by A stock, which tween Shoreditch (peaks only), Whitechapel and is about half-way through its operating life, is New Cross/New Cross Gate. also included in the OPO plans, but the A stock The East London Lino shuttle servive became was not built for OPO. As conversion of the A worked by District 'B' stock {of 1905 vintage) stock to OPO will therefore be a major operation from Kay 1937» l>ut as most of this class had with each train being out of use for several been withdrawn by the outbreak of the war, it weeks, to continue operating the East London was replaced by District 'H* stock (a collection Line, and provide a 'float' for OPO conversion, of typss C, D and E of 1910-l4 origin), being would be out of the question* Therefore, with surplus 0 stock available (75 trains for a maintatnad at Ealing Common. However, one 59 Neasdea-basod Metropolitan three-car set contin• -train service) it was decided to operate the ued to work on the East London, comprising the East London Line with D stock. Six units are two 1925 experimental saloon motors (2598 and usually on the line at a time (five for service 2599) with M.V. equipment (which were the pro• and one spare) and introduction of D stock would totypes for what became the 'T' stock) and 1923 therefore release three eight-car A stock trains control trailer 6557, which was displayed at the as a partial float for OPO conversion. At the Empire Exhibition at Wembley in 1924/25, before same time, the East London, operated by three- car D stock, would make an ideal OPO conversion entering service on the Metropolitan Railway. 1984 This odd-man-out was scrapped in December 1950 and in Decembeif TV monitors and mirrors (6557) and April 1951 (2598/99) at the same began to be installed at stations on the line. period of tiiEe as the last examples of Metro• politan Railway saloon stock - the Circle Line Diary of Events handworked door cars. The following is the lead up to the changeover Rollinj^ Stock on the East London Shuttles of stock at the end of April 1985. Unless other• wise stated, all units are correctly formed: Until May 1937: Metropolitan Saloon stock. Monday 25 February May 1957 to December 1955: District 'B' stock, than District 'H' (C/D/E) stock. Commencement of crew training: two days at Rail• way Training Centre, three days (drivers) and Prom CI939 to 1950: One train of Metropolitan Railway saloon stock (q.v. above). one day (gjxards) stock training in Barking sid-

Top: Ne-.^' Cross on 19 April 1985, one week before the East London Line A60/62 stock was replaced by D stock. A62 DM 5124 (fitted with train radio as indicated by the aerial to the left of the centre cab door) arrives, about to pass one of the recently installed TV monitors, for one- pereon operation of D stock, currently planned from 13 May 1985 for the East London branch of the Metropolitan. (Brian Hardy). Lower: On the same day, crew training D stock unit 75l6 (left) pauses for a lunch break in the southbound platform at Whitechapel, while on the right, A60/62 mixed unit (5138-6092-6093-5093) revcrscB in the northbound platform on a normal service working. The previous day, collision- damaged DMs (5092 and 5139) were taken from Neasden to Acton Works for repair, following which, the units will revert to normal formations. (Brian Hardy).

70

ings {units 7508 + 7528 reserved for this pur• possible to photograph the crev; training D stock pose) . (empty) next to A stock. Stock moves on this day were as follows: Wednesday 27 February 13.34 New Cross to Neasden (train 4i6) - 5l46 7538 D stock unit transferred from Ealing Conmon 17.53 Ealing Common to New Cross (train 456) - to New Cross for 'road handling'. 7510. Sunday 5 March Stock on the line then comprised: Road handling commenced, usually (but not al• Train 171 - A stock 5172 ways) on Thursdays (guards) and Sundays (dri• IVain 172 - D stock 7538 vers) using unit 7538. This train was allocated Train 175 - A stock 5124 the set number ' 176' (171-175 tor service trains). Units 7510, 7516 and 7528 spare in depot. Friday 15 March Trains 171 and 173 remained A stock for the rest of the day - in fact into the early hours of Sun• Tests of station TV monitors and mirrors made day morning. Train 173 (unit 5124) took the during midday period, using unit 7538. honour of being the last 'A' stock in service on Friday 19 April the East London Line, working the very last (00.07 751 scheduled passenger runs on this day New D stock unit 6 (converted for OPO mode, also Cross to Whitechapel and 00.29 Whitechapel to with East London destinations on blinds) re• New Cross). placed unit 7538 (for OPO conversion, fitting of East London blinds, AND cleaning off graffiti). Sunday 28 April Having arrived at New Cross at 11.16, unit 75l6 The fotir-train service commenced with the four was soon utilised for road handling (see photo D stock trains available, but at 08.26 train 173 at bottom of page 71) leaving the depot at (unit 7510) was taken out of service at Surrey 12.25. Docks southbound, with a pilot light and bell Monday 22 April defect. Although the last two A stock units {5124 and 5172) were scheduled to return to Six-car train in Barking sidings, previously Neaeden depot later in the day, they were shown used for stock training {7508 + 7526) returned to as 'spare' on the 'trains available for service' Ealing Comaon for OPO conversion. sheet, but (unfortunately) neither was used to Last A stock move PROM Neasden to New Cross on replace train 173. At 12.53 the last two units this day. of D stock arrived at New Cross from Ealing Common, consisting of 75l8 and 7534 and train From Neasdens 5196 + 5152 175 was able to enter service at 13.53 Surrey To Neasden: 505O+5l58-(6092-6093-5093) Docks using 75l8, despite difficulties with Tiflcoupling the two in depot. At 13.36 the last A stock units on the East London Line for the two A stock units departed New Cross for Neas• final week were therefore: den and the changeover was thus complete. 512%, 5152, 5172, 5176, 5196 A62). 5l46, (all Monday 29 April 26 Friday April Defective D stock unit 7510 was exchanged. Stock transfers were: It will be noted that D stock introduced on the 15.48 New Cross to Neasden (train 4lO) -5152 East London Line was crew^-operated. OPO training 20.04 New Cross to Neaaden {train 4l7) ~5176 commenced on this day in New Cross depot. At the + 5196. time of writing, OPO is scheduled to commence 20.13 Ealing Common to New Cross (tx-ain 455) - on Monday 13 May. However, because of union 7528+7538. opposition to further OPO, it remains to be seen whether OPO on the East London is realised on At the end of this day, the stock at New Cross then comprised three units of A62 stock (5124, that date. 5146 and 5172) and three units of D stock (75l6, Conclusion 7528 and 7538). It is reported that the last A stock transfer Saturday 27 April from New Cross to Neaeden on Sunday 28 April did It was intended that all three trains on this not have a crew relief at Street, and day should be worked with D stock, but because thus had to be worked (by reversing) to Aldgate, of a (fortunate) hiccup 'in the system', the returning to Neasden later in the day. These three A stock trains were in service from the .two units (5124 + 5172) were seen in service as a start of traffic, as follows: complete train on the Metropolitan main line the next day, complete with their last East London Train 171 starting at 05.35 - 5172 Line destinations and set numbers in the middle Train 172 starting at 05.O3 - 5l46 positions S Train 173 starting at 05.17 - 5124 ,28l 50/85) At 09.16 at New Cross, train l72 was changed In Underground News No (NF mention over for D stock, unit 7538 having the honoxir of was made of the new car line diagrams being being the first passenger-carrying D stock on fitted to D stock trains. Although only three- the East London Line, working the 09.2O from New car double cab units will work on the East Lon• Cross to Whitechapel. This gave the opportunity don Line, some single cab units have also been of photographing what should not have happened - fitted with them, although this now seems to A and D stocks in public service side-by-side on have stopped. The main differences between the 50/85, the East London, although it had been previously old and new maps were listed in NF but

Top: In connection with the rebuilding of Mansion House station and future office development above the station, much of the station area has been opened up to daylight, revealing interes• ting historic buildings below street level and other buildings at street level. On 9 April 1985 a District Line D stock train arrives in the eastbound platform. By the time these notes are read, it is likely that work will have started in enclosing the station, in the next stage of development. (R.J.Greenaway). Lower: Platform view of Paddington (District & Circle) on 9 April 1985, looking east to Edgware Road. In connection with sandblasting, the station walls above frieze level have been sheeted over. The station lighting is of the high pressure soditim type. (R.J.Greenaway).

73 the changes In layout are as follows: 26.4.85 - So many women have been assaulted at Essex Road tube station (on the former Northern Old map; City Highbury branch, now part of the Great Nor• thern suburban electric line), that BR have in• stalled alarm-buttons and closed-circuit tele• vision. The station is 100 feet below street level and has a labyrinth of staiirways and tunnels. The KUR has instructed its members not to switch to one:-person-operation of any fxirther London Underground lines, and has called for a special study of extra strass and strain for such dri• New Maps: vers aad a 45-minute break after two hours of driving. The East London Line is due to go over Facing East to driver-only operation on 13 May, the District Line in June and the Metropolitan next year, London Underground Limited has withdrawn the general 7i% P»y increase for 'everyone on the promotion ladder towards one-person-operation', < 2^.^4.8^^ - A fire in an office 80 feet underground East London Line in the Ministry of Defense building in Hliitehall took six hours to get under control. Firemen had to work in 30-minute shifts because of the in• Facing West tense heat and smoke. The Scottish National Lib• eration Army claimed responsibility for starting it. The fire occurred at 05.30 on Saturday 27 April. go.4.85 - British Rail is simplifying and alter• ing its range of tickets from 12 May 1985• There will be tjiree basic types of ticket: Cheap Day Returns (available for up to 50 miles radius in London and the South East), standard, and FROM THE PAPERS Savers (available up to one month, with differ• ential fares according to the expected train Daily Telegraph; loadings). 2,4.8^ -The Post Office has decided not to move The Standard: its headquarters back into its old building at St.Martins-le-Grand. The building may be sold Date unknown - LRT is to hire consultants to im• for refurbishment or redevelopment. (St.Paul's prove signing on the Underground. Although the station on the Central Line was known as 'Post familiar bullseye will be retained, direction Office' until 1937, because of its proximity to signs are to be clearer and colour coded for the the Post Office headquarters). different lines. (Editor's Note: Photographers - get photograph• The preserved marks its silver 31 50 ing the old signs now, before what remains are jubilee this year. Its locomotives, carr• ripped down I ) . iages (including the four Metropolitan 'Chesham' coaches) and 60 assorted wagons make it the The Times: possessor of the second largest collection of 27.3.85 ~ Looks back to 25 March l843 and the rolling stock, the largest being the National opening ceremony of the Thames Tunnel, now part Railway Museum. of the Underground's East London Line. For the London Buses are to operate an open-top shuttle celebrations, two marquees were erected at Roth- from fireenwich to the Thames Barrier, erhithe, one for directors and one for visitors. First impressions were not favourable. The 6.4.8? -The Bluebell Railway has obtained Gov• staircase appeared to be 'propped up by sundry ernment permission for a five-mile extension long poles, not very skilfully nor very effec• from Horstead Keynes to East Grinstead. One tively applied'. Walking through the tunnel, major problem will be to clear a cutting filled which had taken iS years to construct, there was with household rubbish J no ventilation and the sawdust on the damp 8.4.8^ - Prepaid season tickets are being used by ground, together with more than 150 gas lights, more than 750,000 travellers on IMt buses and created an 'atmosphere at once disgustingly trains. heated and fetid'. The sounding of a gun at 16.00 announced that the opening ceremony had 9.4.85 - Swakeleyg House, Ickenham (formerly rec• begun, and the procession walked through the ognised in the station name 'Hillingdon (Swake- western tunnel to Wapping. Here they ascended to leys)'), has been completely restored and re• street level and after a parade descended again decorated by a group of local residents, and and returned to Rotherhithe through the eastern rented to an American company. tunnel. 17.4.85 - From the new BR timetable, operative The Staninore Observer; from 13 May 1985, Fenchurch Street w^lll close at 21.00 each night and services will be diverted lg.3.85 - After a campaign beginning in 1983, a to Liverpool Street. local resident has won a battle with Brent Coun• cil for netting to be put up under Cumberland 20.4.85 - The 6LC is planning to extend the use Hoad bridge, by Oueensbury station, and over of wheel clamps on illegally parked vehicles which Jubilee Line trains run. The netting was throughout the capital, but it needs Transport put up in November 1984 to prevent birds roos• Department approval. The present limited scheme ting there. has caught nearly 90,000 care since its start in 1983. 22.4.8^ - The Prime Minister is due to open the REVIEWS £10-million Ismaill Centre at South Kensinigton on Wednesday (24.4.85). The centre has been des• LONDON TRANSPORT UNDER THE GLC - A record of igned to blend in with the surrounding area, and achievement. A4 size (210x 297 nan) . I6 pages in has its own stairway from the South Kensington full colour. Obtainable free of charge from the station subway. GLC bookshop, County Hall, London, SEl 7PB.

74 'inifc lavishly-produced ^Lsookiet sets our ta rec• eicctrric locosiotives and a prototype Bo-Bo high ord the development of London Transport services speed electric locomotive, also new coaches for and iaciiities durinjj the years from 5,970 to the 125's and a 'Sprinter' DMU. 1984, when LT was under control of the Greater The Docklands Light Railway was illustrated by London Council. Except when dealing with the re• photographs and a model, and the Tyne & Wear cent history of fares, the booklet makes no dis• system by a model and an audio-visual display of tinction between the Labour and Conservatl^'e administrations at County Hall. 'We' is used to the construction worit. Westinghouse Signals describe the controlling body through the l4 showed their contribution to the new Singapore years. There are various charts of progress Rapid Ti-ansit system, with its sliding doors d'oring the period, shov;-ing capital expenditure, along the platform edges. Less conventional train and bus mileage run, and reduced waiting systems included the 'Flyda' (very) light rapid times. Underground developments described and transit system, for Cardiff, with two wheels on illustrated include new rolling stock, station the x'oof and two below the floor, and the Maglev modernisation, lift and escalator modernisation, system for Birmingham Airport. miderground extensiOl^s, and the Docklands Light The exhibition also Included bus and trolleybus Railway. On the last page, photograi>hs contrast developments, the proposed 'STOL' airport in CO/CP and 1985 stock. The implied Question London Dockland, the proposed West Midland light throughout is 'will it continue to improve under rapid transit system, helicopters, hovercraft, LRT?' Ti»s vn.ll tell. short distance aircraft, and ships. E7C DFC

Exiiibition: OS THE MOVE at the Design Centre, UNDERGROUND POCKET MAP - three-fold diagram of Haynarket, 3 April - 12 May 1985. lines, 73xl50Bmi (folded), Ref.A.1985, Issued free of charge by London Underground Limited. This e;.:r:lbition was billed as 'examining the contribution that designers are making to a London Underground Ltd, has celebrated its form• better futtn-e for passenger transport', and ation by reverting to the old style of system illustrated the latest design approach to all diagram without the border of advertisements forms of short and medium-distance passenger (reviewed in UN 272, page 92). The diagram it• transport - railway, road, sea and sir. Apart self, which occupies the whole area of one side, fror3 helicopter EOdels in the shop window, the when opened, is very similar to the previous LRT e::h±bit had pride of place in the entrance. edition, and is still designed by PWT Carto• There were ciodels of cars from each of the 1986 graphy. The principal changes in the diagram Prototype Tube Stock trains, as described in are: UH 270 (page 65), distinguished by letters and colouro. The 'A', or red train, has red ends and (1/ The previous diagram's upper case lettering red doori3, but is otherwise black above the for station names has been replaced by lower waistline and v/hite below. There are two large case throughout (anart from the initial tv?o-leaf doors in the laiddle of each side, and letter). two smaller single-leaf doors at the ends, in• (2) All of the British Rail, London Midland cluding the external cab door. There are new high-backed seats and ^-length windows iii the Region line."?, have been deleted, i.e. Rich• cabs, T.-milst the opposite ends have hali'-Iength mond-Broad Street and Harrow-Watford Junc• windo'*o. The 'B' or bltie train has a flooi—to- tion. The Waterloo & City Line and the Great. ceiling vrtndscr-Ghen in the cab end, but much more Northern Electrics are shown In orange. limited glasing at the trailing end. The remain• {3) Probably as a result of (2), the branch to der of the ear ends are painted biwei and there Watford (Met.) runs due north from Moor is a blae stripe below the windows along the Park, instead of being bent to form a symm• aides, but otherwise the sides are silver. There etrical pattern with Watford Junction. is pressure ventilation o\'er the ceritral gang- xray. The *C' or groen train has one large side (4) High Street Kensington has become an inter• window botweea the doors (there are two windows change station, in the other types) and fairly conventional cab (5) The panel giving details of stations which glazing, which is repeated in the opposite end are not open throughout normal traffic hours wall. The five-seat banks of longitudinal seats has been enlarged, and the typeface made have arm-rests and there are perch seats at the more legible. doorways, (6) The all-red 'roundel' has been replaced by a Itirnins from roiling stock to stations, there blue and rsa bullseye with 'UNDERGROUND' wc.s a cowplex aluminium extrusion which was not across the bar. described, but seemed to be a double-sided dot Although there is no change in the description Katrix train indicator case. Various station of the Bakerloo'service north of Queens Park as modernisation ideas were Illustrated, There were merely 'peak hours', the removal of the BR line four different drawings on the theme of Marble to Watford has deleted the last hint that there Arch, and ideas for particular stations were might be another operator on this route outside showa. Earls Court, Piccadilly platforms retain• the peaks. ed their dark brown rings, but had an added ex• tra in the form of a four-colour 'shape* above On the other side, two leaves contain an index the exit, which served no apparent purpose. At to stations and a repeat of the details of. stat• Waterloo, Northern Line platforms, the 'Yerkes ions not open throughout traffic hours, but a rings' •sfsrc repainted in red, yellow, blue and new feature is a bltie bicycle symbol to show green, i,e. all colox-i.rs on each ring. Similai- stations with bicycle antorage facilities. The colours vrere in a band down the platform wall. thii*d leaf, the front when folded, shows an At Eustoa, large rectangles of blue, red and Underground bullseye against a 'tiled' back• ysllov adorned the platform walls and continued ground of grey rectangles, as though it were a across the ceiling. There was also a model of station name. There is no fare zone diagram. The Heathrow Terainal Foiu:* station with a large full reference is: 385/12086/1,000m(2777). 'oval' (circular ends and straight sides) ticket hall. Tl'iis had been craftily photographed to LARGE PRINT MAP~Two-fold diagram of lines. Size give the iiepression of a picture of the fuli- l48x210min (folded). Reference 385/l208l/25m sized station,. (3572). Issued free by London Underground Ltd. The LRT exhibition was completed by illustrat• This is an enlarged version of the Underground ions of designing the next generation of London Pocket Map, doubtless printed for those whose buses, eyesight is not as keen as it once was. The sys• tems diagram appears to show exactly the same British aail showed raodels of class 89 and 225 information as the smaller map. The indeX; to

75 stations occupies one leaf of tlie back, but as to 1982• He had also addi-o-:ssed meetings twice the symbols for car and bicycle parking are before and had been co-author of four books printed in black, they do not stand out as well about the Metropolitan Railway, and a fifth as the blue symbols on the small map. A lighter- book - 'London's Underground Suburbs' is to be weight paper is used than for the small map. published in the near future. DFC Mr,Edwards opened his talk by stating that he was not going into technical details as he was sure that these were well known by most of those Ijresent already. He then gave a generally accep• ted view of the picture most persons had of a ADVERTISEMENT branch line, such as those belonging to the Met• ropolitan Railway. This included such things as Collect Transport Tickets ? Then send a large a hot auiraner'a day with the sun shining on a S.A.E. for a copy of 'TRAVEL TICKETS MONTHLY', creosoted plank platform, a tiny hut as a wait• the new monthly sales/auction list with a ing room and a small ticket office out alongside difference. Tickets on approval, 'Wants' finding the road with a shuttle train moving about. service facilities are available. Visitors are There would be fields all around and a smudge of also welcome by prior arrangement to view tick• soot on the overbridge outside the station. In ets at the address below. the winter, of course, there would be a coal fire in the waiting room. The line was usually Of special interest to readers of Underground served by antiquated stock. Wild life would News Is my stock of London Transport Underground abound, with the train possibly running over tickets for disposal. A wide variety is avail• foxes and rabbits, and the driver stopping his able dating from pre-LPTB days (limited supply) train in order to poach pheasants or some other to recent times. Just drop me a line indicating game. At the termlnu.-3 there would be a goods your particular interest, or call round by shed, and this was very much so on the Metro• prior arrangement (I am in residence at most politan, for this line was built not only for times). Enquiries from junior collectors also passengers, but also for goods, of which it welcomed, bumper bundles of tickets at £1.00 per carried a lot. So goods trains would inevitably selection available to new collectors. be in view. The fascinating thing about the Met. branches were their apparent remoteness All in all, something for everybody. from civilisation, although they were so close Ail enquiries to: to London.

Graeme Beedle Enterprises, In setting the scene for his talk, entitled 92 Elgin Crescent, London, THE METROPOLITAN'S OUTER BRANCH LINES, Mr.Ed• Wll 2JL. wards said that he was going to talk about each branch, taking them in their correct chronol• Graeme Beedle Enterprises: 'Quite Simply the ogical order. best' in transport tickets. The first of these branches was that from Padd• ington {Bishops Road) to Hammersmith (the Hamm• SA55/282/85 ersmith & City Line). This may seem surprising but in fact it was a branch of the first stretch of the Metropolitan Railway which ran from POSTAL AUCTION Paddington (Bishops Road) to Farringdon Street in the City. This was, of course, also the first The following items are available for auction by Underground Railway in the world. The line to post: Hammersmith, opened in l864, was a branch to this. It is recorded that when built this branch (1) 'London's Underground' by H.F.Howson, third ran out in open fields and from land which pro• edition, 1961. duced hay and vegetables for the London Market. (2) 'London's Underground' by H.F.Howson, fourth At the time of the construction of the branch, edition, 1967. London was expanding south-east and not north• west in the area where the branch ran. Porto- Both (1) and (2) are in original dust jackets. bello Farm and Netting Hill Lane were the areas (3) Underground Guide, 13 November 1972. through which it ran. However, after the railway was built, it was not long before the land (4) 'How the Underground Works', second edition, around it became built up with houses. 1968. (5) ABC London Transport Locomotives and Roll• The extension of the Metropolitan Railway into ing Stock, 1969 edition. (Ian Allan). the country, later known as Metro-land, was part of Sir Edward Watkln's (who was Chairman of the (6) London Transport Locomotives, by P.Oensham, Metropolitan Railway and of the Manchester, original price l/6d : Published in 194?. Sheffield and Lincoln Railway - later to become the ) dream of a railway Any member wishing to make a bid should write to from the north through London to the south coast Mr.E.Cope, 25 Hawes Drive, Bradford, West Y'ork- and then, via a tunnel, onto Paris. This, of shire, BD5 9BB on or before 29 June 1985. A sep• course, has yet to happen J The first place arate bid is required for each item. Bidders the Metropolitan went to in the Chilterns as should send no money, but state their bld(s). No part of the extension was Chesham - which is the acknowledgements will be sent, but the success• second branch to be considered. The line went to ful bidder(s) will be asked to forward his/her Chesham, not because of the possible construc• remittance, upon receipt of which, the item(s) tion of a main line to Berkhamsted, but because will be forwarded by poet. Chesham was a good place to have a temporary terminus. When the line was constructed the The Society reserves the right not to accept any local inhabitants feared that the station was bid. Bidders, please quote your membership not going to be in the town centre, which was ntuaber, true because owing to lack of money the Company could not afford to build a station in the town. SOCIETY SECTION The Company had needed to buy a lot of land al• April Baden-Powell House Meeting ready from the Duke of Bedford and Lord Chesham along the Chess Valley in order to lay the line In introducing the speaker for the meeting, the up to the town. Therefore, the town's people Acting Chairman said that Mr.Edwards needed no contributed £2,0O0 to purchase land in the cen• introduction really to members, as he had occu• tre of Chesham for the station. This land also pied the office of President of the Society 1981 allowed for a fair size goods yard. Goods in

76 those days was the prime reason i~or the line to the actual build up of residential areas did not be built. Chesham was famous for making boots happen as expected until the mid-1920'6. In the and shoes, water cress and wood turnery. For ea)~ly years the branch was very popular for out• this gift of land for the station the Metropol• ings and this resulted in the need for facilit- itan vras very grateful. To show their gratitude X'ss auch as tee gardens. One of the first halts the Company gave a lavish lurjch to the town '» on tl'iiSi branch was at Ickeriham, which was reques• folk at the time of the opening, which is the ted by petition by two councillors of the area - reverse to normal practice. Practically tram the David Brickett and George Weedon. The latter time of opening the line was used for feutings by- also opened the Poplars Tea Gardens in Ruislip, many people from London who could hire a conwey- a place which probably had the most excursion ance (horse and carriage) for a half-guinea for traffic. Parties of up to 4,000 people could be a tour around the Chilteras. Also, tbro-ogh runn• sccomsiodated wnder cover, so it was a great ing for excursions could be Eade from Cheshara to place to go for outings, especially Sunday Sch• Crystal Palace and even Margate. Typical of many ool outings. Trains could be hired for these rural branch lines, the Cheshaisi line was re• Oiitings and they were stabled in the electrified nowned for its very friendly atatosphere. sidings alongside the coal yard. Another popular place was the Pavillion at Eastcote. It had to The next branch line was the Oxford and Ayles• be remembered that many of the children who went bury Tramway, otherwise known as the Brill line. on these outings came from places like White• It is not Intended to go Into the history of the chapel or Sdgware Road and this tended to be the line but to relate one or two ariecdoies. How• only sort of holiday they would get -a day's ever, very few people ever travelled on this outing by train into the country at Ruislip or line, a lot of those who did being enthusiasts Eastcote. Goods traffic was very important on who would enjoy the line's subtleties. One of the Uxbridge branch and it was the people of its charms was that the branch was very 'Emmett this town who requested a large goods yard at like' (Emmett being e British cartoonist who Belmont Road. Dairy produce, especially milk, drew pictures of funny-looking machines) with was expected to be a large traffic, but it never odd-looking engines. DerailniGnts were a frequent really came fully up to expectations. Some buil• occurence and there are reports that the estate ding was done before World War I, but not many workers were often called in to assist in putt• people moved into the areas alongside the line. ing the veJiiclea back onto the rails again. Those who did were the early day commuters. Another incident reported was that of a lady who There is a story of some people who commuted to joined the train at Qaainton, wondered why it London each day, would spend the evening in town had stopped at Church Siding and was waiting for as well and would catch;the last train to a long time. Noticing the engine crew having a Harrovr. They would often miss the last shuttle smoke beside the locomotive she asked the ques• train from there to Uxbridge in which case they tion why they were waiting so long. She was told would leave Harrow station and walk to West by them that they were unaware that anybody was Harrow, by which time the current was off and on the train that afternoon. The most serious they would walk along the track to Ruislip. The accident, it is thought, was when a lady-ln- Station Master at Ruislip used to turn a blind waiting to one of the Duke of Buckinghaja's dau• eye to all this. In the 1920's the Metropolitan ghters, was killed by a train whan walking instigated development of the land either side alongside the track in the early 1900's. It is of the line, it being advertised as part of noted in any pictures of the line that there Metro-land. Two branch lines were proposed from, are always a lot of wagons In view. Far more this line in the 1920's. These were the 'Hare- weiit by rail in those days as there was very field loop' from Ickenham, through Harefield to little road transport. The line does not seeia Uxbridge and the Chalfont branch leaving the to have been well advertised and in fact, in Uxbridge line at Eastcote, running up the Pinn 1932, the Metropolitan stated there was little Valley, across the Colne Valley to Chalfont St. at Brill for travellers. However, if. one wanted Peter, Neither of these schemes ever reached to stay there, there was one hotel, or they Parliament. The first major development in large could stay at Mrs.Aida Smith's Guest House, scale building started on 1 August 1929 when which had nine rooms and bedrocks and runnirig Raynera Lane as a housing estate was founded as water. The only time the branch made a profit Harrow Garden Village, which was very quickly to was in June 1904 when the materials for building expand. the rival Great Central Railway were carried on the branch to Wootton where the new Great Cen• tral Railway crossed the line. The next branch is that to Watford, Originally it had been proposed, in I892, for a line from The next branch was the important country branch Wembley Park through Kingsbury, Stanmore and called 'The Harrow and Uxbrxdge Railway'. It. is Bushey to Watford, but this never got off the reported that at the time of building the line ground. Other proposals were made w^ith the same passed through 7i miles of open, sparsely in• success. However, the local Watford inhabitants habited countryside, of elm-lined lanes and hay- pressed for the Metropolitan for a branch line fields, under which lay heavy London clay. Dur- to their town, not from Wembley Park, but from in

77 vaotis goods yard. To start with a lavish tr-air. 5624-4624-372% 6th service was provided by both the LNEH to Mary- lebone and the Metropolitan to Baker Street - Entered service. Jubilee Line - 70 trains by each company each weekday. The LNER 3623-4623-3723 1st withdrew their passenger service at the time ot 3605-4605-3705 12th the General Strike in 1926, but both companies continued their goods services. .460/62 Stock QPO Modifications; The final branch was the Staraaore line. This Neasden - Neasdsn - line was built to tap more aubiirban traffic and Units Acton Ruislip also to take advantage of an Act of Parliament 5038 • 26.4.85 passed in 1930 to ease the then unemployment 5122+5098 - 30.4,85 problem. First thoughts were to go to Elstree, and Starsuore was to be a temporary terminus with Note * Unit for half-life overhaul in addition facilities to extend the line later. The line, to OPO mods. like all the others, was built in open country, Miscellaneous MoveMfents: passing Stag Lane Aerodrome which was up for sale at this time for development, Queensbxiry 4122-5121 Northumberland Park to Acton, was the last Metropolitan station to be opened burn-out 9th and was in an area of great development. The 5222-6322-6223-5223 Neasden to Acton, for name was the winning entry of a competition to parking brake mods l5th find a name for the station. The prize for the LI26+5092-5139+LI27 Neasden to Acton, collis• winner was £5. ion damage ~l8th 3230-4230-4305-3330 Qolders Green to Acton In conclusion, one has to think of the branches for weighing 30th as they were, the most typical being that to ^222-6222-6223-52^ Acton to Ealing Comiiion Brill which closed some 50 years ago - a time after parking brake mods and for tests 30th which today seems a long way back in history. So, of the branches that remain, the one to Changes to Unit Formations: Chesham is to be considered today as the most 1972 Mkl Tube Stock: typical of the Metropolitan branch lines. From 5205-4205-4305-3530 The talk was followed by some very interesting To 3250-4230-4305-3330 alidas, some over 20 years old, of scenes on all the branches, illustrating a lot of the points Spare 3205 4205 4330 covered in the talk. After answering some ques• Expts 5305 tions from the audience, the latter showed their Units to Acton Works for Overhaul: appreciation for a very interesting and inform• ative address. Metropolitan 5713-6713 2nd (d) Piccadilly 176-576-376 3rd (d) LAB Bakerloo 1152-2152-9153-1153 nth (a) Metropolitan 5112-6112-6113-5113 12th (b) Victoria 5002-4002-4102-3102 16th (c) Correction to UN 279 Central 1434-2434-9435-1435 18th (b) On page 32, top of first column, 3i"d line - Metropolitan 57l4-67l4 25th (d) Northern 3434-4534-3534 25th (d) DELETE 'bow', Units from Acton Woi-ks after Overhauls Metropolitan 5706-6706 2nd (d) ROLLING STOCK ALTERATIONS Piccadilly 164-564-364 3rd (d) Bakerloo 1104-2104-9105-1105 nth (a) ADD for February 1985= Metropolitan 5220-6220-6221-5221 12th (b) Victoria 3030-4030-4130-5130 16th (c) C77 unit to Acton Works for overhaul - Central 1438-2438-9439-1459 18th (b) 5706-6706 7th Metropolitan 5710-6710 25th (d) Metropolitan 5216-6216-6217-5217 26th (b) AMEND for March 1985s Northern 3234-4254-4334-3334 26th (d) 1958 Tube Stock unit going for scrap on 22nd should read - 10248 11248 12431 012226 and NOT Service Stock: as shown. From Prooor, Wakefield, delivered to Ruislip - April 1985 General Purpose Wagons GP9O3 GP907 GP903 GP909 GP910 ) 193s Tube Stock; 4th GP911 GP912 GP9i3 GP914 GP918 ) From Stonebridge Park to Ruislip, withdrawn 3 tock - GP915 GP916 6P9i7 GP919 GP920 ) 18th GP922 GP923 GP924 GP925 GP926 ) 10213-012302-11213+10222-012310-12026-11222 16th 6P921 GP929 GP930 GP931 GP932 ) 1959 Tube Stock: GP933 GP934 6P955 QP936 QP937 ) ^ From Golders Green to Stonebridge Park, trans• ferred Northern to Bafcerloo - 1958 Tnbe Stock Position-April 1985 1048-2048-9049-1049+1050-2050-1051 l8th 1985, 1972 Mkl Tube Stock: At the end of April there were nine trains of 1938 Tube Stock available for service. From Thomas Hill, Derby, rettirned to Morden by road, fitted with experimental bogies - These were as follows; 3230 2nd 3-car units 4-car unit 1972 Mkll Tube Stock 10139 11012 * Note • 10161 11116 From Neasden to Goldera Green, transferred Restored 10221 Jubilee to Northern - 11142 units (in 11148 10229 as near 3237-4237-4537-3337+3437-4537-3537 17th 10255 11162 original 1983 Tube Stock; 10279 11184 condition), 10291 * 11188 From Metro-Cammell, Birmingham, delivered to 10308 11193 Neasden — 10313 11214 78 NF 51/8.5 -• It-is "reported that the Terminal; Wandle District bus excursions. building will nSt iibw be opened this year, due N'F 61/8^ - St.Paul's station was closed on Sat• to a dispute over what airline companies should urday and Sunday 27/28 April for essential operate there. Thus; the signalling for the work to the roof of the station booking hall. loop, which was to have been corcmissioned during On 28 "^28 1985, Sunday April, Chancery Lane station was the weekend of 27 April bas now been opened specially - normally this next-door stat• -20 I985. put back to the weekend of 19 October ion is closed on Sundays. Consequently, new District and Piccadilly time• tables will be deferred. NF 62/85 - The temperature in Neasden South (BR) ^2/85 signal box dropped below the agreed minimum of NF - The modernisation of Kings Cross stat• 60.8°F on 29 April 1985 because of a heater ion, Piccadilly and Northern iinea, was sched• failure. The signalman on duty decided it was too uled to start on 18 March 1985* cold to work and went home. In consequence, LMR NF ??/83 - Work has started on the renewal of two DMUs destined for Marylebone had to be turned bridges on the Chesham branch - at Moor Hoad and short in the morning peak - at Harrow-on-the- Waterside. Hill (south to north) and (presumably) West Ruislip. WF 54/85 - It is generally the practice when installing new lighting in the open sections of NF 6^5/85 - A notice alongside the ER booking open-air stations, for the name signs to follow office at Stratford station deals with the later - sometimes weeks after the new lighting transportation of prams and bicycles on the has been commissioned. However, it was observed Underground as follows: at Newbury Park on 2 Kay 1985, that the new name signs had been placed in position, but the light They are not allowed at any time on the Picca• fittings had not been fixed in position, dilly, Central or Northern lines, or on the District Line between Acton Town and Hounslow NF 55/85 - At long last, work on installing West, or between Acton Town and South Acton. fluorescent lighting has been started at Hammer• They are also not allowed between Elephant & smith (District & Piccadilly) platforms. Castle and Stannwre or Queens Park on the Bakerloo Line, but CAN be taken at any time in NF 56/85 - On Friday morning 1 March I985, a the luggage compartments of Metropolitan Ayles• point failure at Hanger Lane Junction caused two bury line trains I Piccadilly Line trains to be diverted to Ealing Broadway (District Line). The first. No.256, the The notice bears the date of 2.5P I 03,l4 at Ealing Common, was observed by a member arriving at Ealing Broadway at 08.37 showing NF 64/85 - London Underground staff are being 'Oxbridge' and carrying a fair number of passen• asked to lend a special helping hand to passen• gers. The other train to be diverted was No,3l4, gers suffering from 'transport disabilities'. the 08.19 at Ealing Common. Through running was In a message to staff, Operation Director restored with train 3l6 (08.24 at Ealing Comm• John Cope reminds train and station staff that on), albeit some 40 minutes later than schedul• many people without obvious physical disability ed. may suffer problems while travelling on the Underground, through, for example, stiff joints, N"F 57/85 - Good progress is being made on in• sight or hearing difficulties, heart trouble, stalling OPO equipment at stations on the Dis• and the need to cope with small children or trict Line between Ealing Comiiion and ¥est Kens• luggage. Mr.Cope says that though London Reg• ington. As at 20 April, supports for TV monit• ional Transport has a statutory duty to take the ors and mirrors had been erected on all but a needs of the disabled into account, the personal few platforms - the exceptions being the- east- attitude of Underground staff is most important. bound platforms at Stamford Brook, Ravenscourt Park and West Kensington. However, the mirror The message is: 'Look out for passengers who may and monitor put up on the eastbound at Ealing need your help - and please offer it without Common in March has since been taken down, no needing to be asked'. doubt as they obstructed the eastbound starting NF 65/85 - On the Keighley & Worth Valley Rail• signal, WM5. It is interesting to note that way, the following report has been received on 'rare' moves have also been catered for, so the three ex-Metropolitan Dreadnought compart• far as District Line OPO is concerned - such as ment stock coaches: an eastbound departure from the westbound Picc• adilly platform at Hammersmith, and Piccadilly No.427 - Continues to be operated in service. As platform faces between Acton Town and Raveris- a 3rd brake it is a very useful vehicle on the •I'ourt Park. railway. Some exterior trim work was completed during 1984, with more to be done' in better NF 58/85 - It is reported that traffic at Shore• weather. ditch station since reopening on Sxiaday morn• 1984, No.465 -The roof of this 9-compartment coach was ings from June has been disappointing, 1984. and not sufficient to justify the extra sitaff re-covered in Some exterior panel and trim needed for the opening. work remains to be done. No.509 -The roof of this coach was also re• NF 59/85 - Islington Council are considering the covered in 1984, with other work continuing. future of a number of building* in the Glfford Street area, N.l. One of the buildings in ques• m 66/85 - A B.T.C. sign still exists at the en• tion is the surface of York Road old tube stat• trance to Chaifont & Latimer station, as ion, closed in 1952, but still owned by LT. Al• follows: though the surface building has been empty for some time and ',,has become a considerable eye• sore', the Council feel it wovxld be better used for workshops or storage, rather than it be BRITISH TRANSPORT demolished as this would be expensive because COMMISSION ventilation shafts for the Piccadilly Line are incorporated into the structure of the building. NOTICE IS HEREBY GIVEN The report concludes by stating that the stat• ion building is attractively tiled and grant IN PURSUANCE OF SECTION 57 aid to a private developer could be possibly OF THE BRITISH TRANSPORT made available for conversion works to the building. C0}®4ISSI0N ACT 1949 THAT NF 60/85 - Dot matrix advertisements have been THIS ROADWAY IS of installed in the ticket hall Morden station PRIVATE PROPERTY for outgoing passengers, currently advertising

79 Section 57, as to Rights of Way over roads, NF 71/65 -Furtner to NF_ 4l/85, work is almost footpaths & C. complete in installing new lighting at Eastcote, As from the passing of this Act no rights of way with only the westbound platform under the can• as against the Commission shall be acquired by opy outstanding. It is pleasing to note that prescription or user over any road, footpath, the high pressure sodium type lighting, install• thoroughfare or place now or hereafter the prop• ed in the 'open-air^ section, have been fixed erty of the Commission and forming an access or to the original concrete LPTB lighting stands, approach to any station goods-yard, wharf, rather than provide complete new poles - garage or depot or any dock or harbour premises of the Commission. NF 67/85 - Not on the Underground, but interes• THE TIMETABLE (Continued) ting nevertheless, new signs have been erected at the peak-hour-only station of Watford West Friday 12 July on the Croxley Green branch of the I.MR d.c. Talk, 'From ATO to OPO' by Mr.D.K.Ware. 19.00 electric lines. However, the new signs read for 19.15 in the Conference Room, Baden-Powell WEST WATFORD, but one old IMR maroon signs re• House. mains right next to one of the new ones - read• ing WATFORD WEST 5 Tuesday 30 July 68/65 Library Evening, tS.OO. Other details as for NF -The fire at Oxford Circus northbound 2 Victoria Line platform in December 1984 has re• July". vealed interesting tunnel segments. Among those Friday 9 Aufflst which bear the date roughly applicable to when Talk, '120 Years of Underground Tickets' by the line was built, there are some examples of Mr.J.E,Shelbourne, General Secretary, Transport •LPTB' segments, which must have come from the Ticket Society. 19.00 for 19.15 in the Confer• store.of tunnel segments, between South Wood• ence Room, Baden-Powell House. ford and Snaresbrook, beside the Central Line Monday 9 September westbound track. Perhaps these LPTB segments Library Evening, 18.00, Other details as for were meant for some of the abortive extensions, 2 July. such as the Brockley Hill tube tunnels on the Bushey Heath section ?? Friday 1^ September Talk, 'The Snow Hill Link' by Mr.C.Austin, Pass• NF 69/85 - The class 503 EMU's on Liverpool's enger Planning Officer, London & South East, made their final passenger runs on British Hail. 19.00 for 19,15 in the Conference Friday 29 March 1985. The last four serviceable Room, Baden-Powell House. sets all worked on this day - the 1956-built units (28371+28394) in the morning peak and the jFriday 11 October 1938 units {2868O+28690) in the evening peak. Presidential Address, 'British Railway Bridges' A very successful farewell railtour operated on fay Mr.P.D.Stephens. 19.00 for 19.15 in the Saturday 13 April using both trains, and were Conference Room, Baden-Powell House. changed over during the afternoon break, so that all participants had a chance to ride on both -20 types. The two specials ran about 15 minutes BEAUTY, PERFECT BEAUTY apart and covered all passenger sections of the Wirral and Northern Lines, This gave the oppor• tunity to ride the empty stock connection be• As your Editor was wondering what to fill this tween James Street and Liverpool Central, in last bit of space with, his attention was drawn both directions. The Wirral Line is now worked to the following, in 'Sunday Express Magazine' by class 508 stock transferred from the Southern for 12 May 1985: Region. A multi-page article on 'The Fifty Most Beauti• ful Things in Britain' includes under 'The Most From the new BR timetable from 13 May, peak hour Beautiful Emblem' -THE (bullseye) SYMBOL OF and evening services on the Wirral Line are LONDON TRANSPORT. It is described as being - being reduced. Dtiring peak hours, the off-peak service interval (5 miraites in tunnel section, '.. neither a poke in the eye, nor a visual ex• 15 minutes to each of the three branches) is citement, but is an old friend, a simple and continued, but with six-car trains, plus Tour plain-spoken character As a design it has 'push-in' trips (one to West Kirby, three to an honest simplicity. The circle is evocative of Rock Ferry). In the evening period, services are wheel and place, the bar is a practical vehicle reduced from 6-J-7 minutes loop and 20 minutes for name and designation. Everybody knows what branches to 10/30 minutes respectively. it signifies, recognises what it represents, reacts to What it implies. TOP MARKS.' The Mersey Railway tunnel and the elaborate draining and pumping arrangements were featured What more is there to say ?? recently on BBC TV's Blue Peter programme. This included a cab ride in a class 508 EMU from James Street to Hamilton Square. TAIL-PIECE NF 70/85 "Work continues apace on the recon• struction of the platforms at Alperton station. In a blank advertisement space in a Circle Line The westbound, on which work was started after car, someone had written: the eaatbound, has reached the canopy. •This space donated by the silent majority' i

Underground News is printed and published by the London Underground Railway Society. Correspondence for this journal should be addressed to the Editor Underground News, 'Heidi', 13 Castleton Road, Eaatcote, Ruislip, Middlesex, HA4 9QQ. When writing to any Society Officer, please quote yoiur- membership number on all communications, including applications for visits. Members requiring a reply to their correspondence are asked to enclose a stamped addressed envelope. The last full list of Society Officers' addresses can be found on page 11 of Underground News No.277 (January 1985), plus the amendment in No.sBl (May 1985), page 63. For non-receipt of journals and changes of address, correspondence should be addressed to the Despatch Officer, 67 Weltrao--e Road, L'Jiton, Bedfordshire, LU3 2TN. Members are asked to wait until the 20th of the month before wr-iting about journals not received. Members are asked NOT to use the telephone when comamnicatins with Society Officers, nor make a personal house call, unless previously invited to do so.

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