NUMBER ISSN 0306-8617 JUNE 1986

THE TIMETABLE

Until Spring I987 »Routemaster-Monarch of the Road». Exhibition at the Transport Museum, celebrating 30 year»s service of London's famous Routemaster bus. Monday 2 June Library Evening, 18.OO. The Society's Library open for in• spection at 62 Beauval Road, Dulwich, London, SE22 8UQ, Friday 13 June Talk, 'Metro Track Systems*, by Mr.C.P.Bonnett, Managing Director, Docklands Light Railway, LRT. 19.0,0 for 19«15 in the Conference Room, Baden-Powell House. Saturday l4 June One-day seminar, 'The Commuter's Railway'. Full details on front cover of UN 293. Satturday 1^ June Morning visit to signal boxes at Elephant & Castle, Lambeth North and Piccadilly Circus, Nuniibers very restricted. Applications, with SAE, to Mr,G.A.Pinch, 161 Valetta Road, London, ¥3 7TA. Minimum age 15 years. Associate members, please state age when applying. Please note that the visit embraces all three signal boxes and only one application is needed per person. Participants must make their own ticketing arrangements for travel to, from, and In-between visit. tfednesday 18 June Evening bus tour by open-^top bus of the site of the Dock• lands Light Railway. Fare: £2.50 in advance, or £3.00 on the bus if places still available. Meet 18.50 at , route 11 bus stand. Advance bookings to: Mr.J.Barrle, 21 Endymion Road, London, n4 lEE, enclosing an SAE. Please note that this is not an LURS event, but LURS members are invited to participate.

See page 8I of this issue for further Timetable events.

UNDERGROUND NEWS IS PUBUSHEO PRiNTtO TH£ LONDON UNOtRGROyNO RASLsAiAY SOCiETN; CORRESPONDENCE SHOULD BE ADDRESSED TO THE EDITOR WHOSE ADDRESS APPEARS INSiDE. Mim&t^' AR5 'ASKED TD'ENCLOSE A STAMrEO ADDRESSED EWELOFE If A REPLY tS ' REOUIPea OPiNiONS EXPRESSEp^ ABE THOSE .Of COmiiiBUT-pRS AND HOT NECESS^ILV,Ei«OFSED BY xLum. ® THE COWTENTS AHC COFYRIGHT, CHANGES AT TRZ TOP "332 (the 05.11 from West Kensington) with unit 223 leading and 202 at the rear, which arrived The Society Is pleased to announce that Mr. at 05.41. About two dozen passengers alighted W.R.Clarke, President of the Society for from this train at Terminal 4* including a num• 1986-87, has been appointed OPERATIONS DIRECTOR ber of airport workers and airline passengers. to the Board of Ltd,, eff• ective from th April 1986, Mr,Clarke succeeds With this extension coming into service, all passenger trains to Heathrow travel Mr.John Cope, who has retired after 48 years 4 service on the Underground. from Hatton Cross to the new Terminal station (l,l4 miles - 2^ minutes), then continue round Mr.Clarke, 52, joinod London Transport in 1958 the loop to Heathrow Central (2.66 miles -4^ and has wide experience of Underground railway minutes), which was officially renamed Heathrow operation. He was Divisional General Manager for Terminals 1,2,3 on- 1 April, before returning the District and Piccadilly lines, and for the direct via Hatton Cross to London. past three years he has been General Manager of the Docklands Light Railway project. He has been Work on the single-track loop began in February 1983. -1984 involved in work on mass transit and li^t rail• Tunnelling was completed in mid and ways with the International Union of Public installation of track, signalling and Other Transport, and now takes over as head of all equipment followed. The station was built be• neath the Terminal 4 car park by the British Underground operations. Airports Authority. Mr-C.F.Bennett has been appointed Managing Dir• ector of the Docklands Light Railway project. He live tunnel construction was carried out by will oversee the present project for construc• Thyssen-Taywood - a joint venture between Hiyssen Great Britain Ltd. and Taylor Woodrow tion and equipping the railway, which will rvut Construction Ltd. Design and project management from the Tower of London to Island Gardens on was undertaken by London Underground's own the Isle of Dogs, with a branch to Stratfort. staff. The station was designed by LRT's De• The railway is due to open in the atanaer of partment of the Architectural Services Manager 1987. Mr.Bonnett will also be responsible for and the work was managed by Taylor Woodrow the projected extension Into the City of London, Construction Ltd. under the British Airports for which Parliamentary powers are currently Authority's management fee contract. The main being sought. building contractor was John Lalng Construction Mr.Bonnett, 56, is a chartered engineer and a Ltd. and London Underground Ltd. was responsible Fellow of the Institutions of Civil and Struct- ' for the project management. ural Engineers. He joined London Transport in 1964 after civil engineering experience with the Building the Terminal 4 Loop Government's Mijilstry of Works and with British Rail, and rose to head the Underground's Civil Tunnelling for the new link was carried out in Engineering department. He took on additional three sections, using three shields. One section responsibility fo- signal and electrical ex»gin- was driven into the west end of the new Terminal eering vrticn he became a founder member of the 4 station from a working shaft 1.75 miles away Board of London Underground Ltd., when the LRT at Wessex Road on the western perimeter of the subsidiary was set up in I985. airport. Dr.H.Fitzhugh takes over from Mr.N.Kerr as Another section of more than O.75 mile was bored Marketing and Development Director, who is leav• from a working shaft near Hatton Cross station ing to take up a post in the private sector. to the east end of Terminal 4 station, and the Dr.Fitzhugh, 4l, has a background in science. He third section of about 0.75 mile went from the joined London Transport in 1972, and was Wessex Road shaft to meet the existing Picca• successively Principal Dynamlclst and Scientific dilly Line tunnels west of Heathrow Terminals Adviser. Since J983 he has been LRT's Technology 1,2,3 station. and Telecommunications Manager. He has been re• sponsible for developing the commercial exploi• A new junction was constructed at Hatton Cross and a O.25-mile section of ttmnel just east of tation of Underground tunnels and tramway ducts that station was built in a deep trench and the as private sector cable routes. grotmd above restored. Some cracks in the cast iron tunnel segments were caused by ground move• ment in this area shortly before opening, whi.ch TOE HEAIHROW UNDERGROUND EXTENSION has now been consolidated by high-pressure cement grouting. The £25-million Piccadilly Line extension and station to serve Heathrow Airport's newest ter• Most of the route is lined with 3.8 m Internal minal was officially opened on Tuesday 1 April diameter precast'concrete rings expanded against; 1986 by the Prince and Princess of Wales. The the ground. At enlargements, junctions and in first fare-paying passengers used the new stat• areas of shallow clay cover, bolted segmental ion, Heathrow Terminal 4, twelve days later, cast iron lining was used. Hie single tunnel when the terminal itself opexied for air traffic. of the new loop divides at the etepplate junc• tion to link with the two original overrun tunn• About half a dozen hardy, or maybe foolhardy en• els at Heathrow Terminals 1,2,3 station. The thusiasts were on hand to witness the public route is mostly situated In London clay at dep• opening of Terminal 4 station on Saturday 12 17 324, ths of up to metres. Work at all sites had to April. The first passenger train. No. having comply with the special requirements of an oper• arrived empty (but scheduled as a staff train) ational airport. The height of plant and stock• departed one minute early at 04.58 and consisted 109 I82 piled material was limited to avoid radar inter• of units (leading) and (rear). The first ference. arrival to carry passengers was train 330 (unit 234 leading and'169 rear) which arrived at Term• For the first time in an Underground tube tunnel inal 4 at 05.29. Although not advertised as a flat bottomed rails on pre-stressed concrete passenger service (it is booked to work empty sleepers have been used in building the loop. from Northfieids to Terminal 4), this train did For part of the length the sleepers have been in fact carry passengers, at least from Hounslow mounted in experimental resilient 'boots' to West, if not from ftirther east. The first adver• reduce noise and vibration, -mere are two ven• tised passenger arrival at Terminal 4 was train tilation shafts along the line, in addition to 70 the shaft in the airport centre. One is adjacent Green Park Charing Cross (Jubilee) to the animal quarantine building in Bedfont Green Park Euston (Victoria Line) Road and the other near Perry Oaks Sewage Farm Piccadilly Circus Waterloo at tfessex Road. These are available for emergen• Holborn Liverpool Street cy detraining on the single-track loop, should a train become immobilised, and two 'dummy' exer• Surprisingly, this wall diagram is not at the cises were hold during the evenings of 12 Febru• entry point to the platform (at the western end) ary 1986 {using unitg II8-167) and again on but at about midway. The platform has standard 12 March I986 (234-16?). On each occasion, vol• fluorescent lighting. A dot matrix indicator unteer LRT and BAA staff were the 'passengers' provides multi-lingual information and train and non-toxic smoke conditions were created. arrival details. Set In the walls across the These two 'incidents' were simulated to see how track from the platform are three sets of a new long it would take to rescue a train full of style multiple-screen advertising medium, being passengers under emergency conditions from a used on the Underground for the first time, each stalled train. Unfortunately, the participants set comprising nine screens capable of forming were unable to have a sneak preview of the new one picture. Individual picttires, or groups of Terminal 4 station on either occasion, as the pictiares. tunnel (see UN 291| page 33) closed at the YOTir writer was surprised to find (with diffi• Hatton Cross end, and entry was gained from culty) only one inconspicuous No-Smoking sign Heathrow Central, working 'wrong line' under an at the platform entrance, with none on the engineer's possession. actual platform.

Terminal 4 Station The Opening With one of the most spacious ticket halls on Work on the Terminal 4 project, originally the Underground system, Heathrow Terminal 4 is planned for completion in 1987, was speeded up decorated in conglomerate aiarble and aluminium, to coincide with the air terminal opening. has high pressure sodium lighting and has modern Situated on the south side of the airport, the facilities for passengers and staff. Being des• new terminal will handle eight million passen• igned for convenience, the stadium-shaped book• gers a year, of which 2i-million are expected ing hall (750 square yards in area) leads to use the Piccadilly Line. straight on to the platform and the terminal's arrivals and departures lounges are connected The opening went ahead on time, despite a last- with the station by a short passageway leading minute hitch when cracks were discovered in a to escalators and lifts. In the reverse direction small section of the new tuimel near Hatton an illuminated sign WELCOME TO THE UNDERGROUND Cross. Settlement of the ground around the greets Intending Undergromid travellers. A com• tunnel caused the cracks in cast-iron tunnel prehensive travel information centre in the segments which had been assembled in an open ex• Arrivals Hall provides details on Underground cavation. Work on the repairs involving grouting and bus services. British Rail, Green Line, of the clay around the tunnel was finished in National Express and Flightlink information is mid-March. also available. On the platform, a recorded announcement, timed with each train's arrival, The Royal opening on 1 April was featured on the advises passengers to alight for Terminal 4, but various TV news programmes. Three special trair»s stay on the train for Terminals 1, 2 and 3. were provided: Train 464 - Units 112 + 171 for invited The new station, built beneath the Terminal 4 guests car park, instead of directly beneath the ter• Train 465 - Units 894 +189 for Royal party minal (which was due to the delay in deciding Spare train - Units 864 • 195 which form of transport should serve T4) is designed for ease of handling luggage trolleys. Each of the three trains was specially prepared These can be taken beyond the ticket barrier to for the occasion, having new UNDERGROUND blue the edge of the booking hall, but not on to the bar and red circle bullseyes in place of the platform, for obvious safety reasons. Upright dumb red ones, and displayed TERMINAL 4 at the aluminium posts prevents one from venturing on western end blind position. The train with the invited guests departed Northfieids station for to the platform with such a trolley. Terminal 4 at 10.30, with the Royal train sched• Booking office facilities and modern ticket uled from Northfieids depot at 10.45, picking up' machines have been set into the wall of the the Royal party at Hatton Cross at 11.03. This booking hall, to allow more passenger space axid replaced a previous plan that they should join greater staff seciirlty. the train at Hammersmith (perhaps someone had tipped them off that Hammersmith was not the On the box-shaped single platform, occasional best station - appearance<^se, of LU's stations) figure 4's have been carved in the marble walls. and thus the special TTN for train 465 was The marble-type floor surface at the exit in• changed at relatively short notice. In the event corporates a pair of figure 4's placed back-to- the spare train (864 + 195) was used, as the back to form an arrow pointing to the way out. Royal Train, for unit 894 had a defect on its The usual Piccadilly Line blue frieze has been Davis & Metcalfe analogue braking system (this employed as have blue bucket seats arranged in unit has only recently entered service, having groups of four. The Piccadilly Line diagram is been an ETT unit since new). arranged diagonally from bottom left to top right (instead of vertically as is normal) and Other features of the special trains, which were in addition to the interchange line colours at specially cleaned for the occasion, were 'Con• some stations, principal stations served are corde' stickers on DMs 894 (which were soon re• also Included. Itiese are; moved, having not taken part in the proceedings) Interchanjare Named Stations and 864, which were also removed soon after the event. All six units are to retain their new- Acton Town Rayners Lane look fleet name bullseyes and do much to enhance Hammersmith Victoria, Westminster, the appearance of the 1973 tube stock. Unlike Tower Hill those bullseyes on the new battery locomotives, Earls Court High Street Kensington, which have white centres, those on 1973 stock Paddington have a hollow centre.

71 It was originally proposed that the red half- off-peak period, all trains from Heathrow go fronts of the special trains should be repainted fo3rward to Cockfosters, giving two trains every Piccadilly line blue, but after a trial on DM 10 minutes and effectively doubling the service I'il (which, on 1 April, sported an all-alumin- to the eastern extremity. The 10-mtnute Rayners iira fr-ciit, hut NOT in ser%'ice) did not blend Lane service continues to terminate at Arnos with the a3v.wivi.Utm finish. DM l4l was seen in Grove. 15. ssrvlco cn 4.eo-with a newly painted red Similarly in the evening off-peak, all Heathrow cab front I trains work to Cockfosters, giving three trains every 20 minutes instead of two - the service in• terval is thus Improved from 8-12 minutes to Alt>i.>n-.A t.i:o n-sw T^if-iinal 4 atation did not open 4-8. to the "par.il" until Saturday 12 April, the new With the enhanced Cockfosters service, all wori-i'fj.g tiKotable (No.21) was intr'.K'uced from Cockfosters depot stabling trains after the K'.\r>day 7 April 1956, with trains rriniring non• morning peak do so via Oakwood. In the build up stop through the nsw station. Althfa^h baie-d on to the evening peak, only one train enters ser• the" Mrsvic-»ts ti-Eetable, additional trsins have vice via Cockfosters station, all others via beenpr-wj.dsd, ea^biiug essisting frequencies to Oay.wood, Layovers at Cockfosters during the be maintained, as follows; . midday period are also reduced - from an average MpuJaya to .;yr3,dav« - • of 16 mluutes (with a 10-minute service) to 8-11 miiiates. P»3".'i:s 72 trains (+2) - ' • M,idday 48 trains (+2) Although the Aldwych shuttle service is unalter• Everixng 40 trains (+l) ed, it does provide an interesting empty working after the evening peak on its retvurn to North- Sati:u~da-Y;s - fields depot. Previously running direct from Before ti.OO 33 trains (-(-a) Wood Green and stabling at 20.01, it now makes a 11.OO to 18.30 40 trains (+l) reversal via Down Street siding (for rusty rail Evening 33 trains (+1) purposes) before retiirnlng again via Wood Green to Northfieids, stabling at 21.03. Sundays - Before 10.30 25 trains (+l) 29 (+1) After 10.30 trains There are no Wood Green trains scheduled on this day, with Heathrow trains extended to Cockfos• The main chaikjes to the Piccadilly Line services ters. The maximum seirvice through the central can be suaBwarised as follows: area (4-minutes) starts about one hour earlier pally at about 11.30, as does the increased ser\'ices on the western branches. The 10-minute service All i)ass»»rigsr trains on the Heathrow branch west from Rayners Lane now starts at 10.4? instead of Northfieids work via the TertBinal 4 loop. One of 12.23. In the evening, the unique 19.24 Hamm• train daily woilcs empty direct from Hatton Cross ersmith to South Harrow working no longer runs» to Heathrow Terwlrals 1,2,3 before taking up a passenger working eastbound (MF and Saturday), The pattern of operation to Cockfosters through• or returnins: ei?pty to Acton Town (Sunday morn• out the day is three trains per 20 minutes. ing). All passenger trains ai-riving at Tl,2,3 Before 11.30 and after 18.30 this la at the have a stead time upwards of 4 minutes to a max- 5/5/10 pattern (the 10-minute gap being the iiflum of 8^ minutes (Monday to Friday), and be• Arnos Grove reverser ex-Rayner^ Lane), and be• tween 4 and 10 minutes Saturdays and Sundays. On tween 11.30 and 18.30 at the 6/6/8-minute occasion*, when service frequencies permit (e.g. pattern, a five-minute stand, with a foiur—minute service frequency) it ia possible to catch the previous Mondays to Saturdays train by changing at Tl,2,3. It will be inter• The last westbound train 'through the road', esting to see If stampedes occur of passengers which terminated at Northfieids and offered a and their luggage, once they become wise to the connection to Heathrow by changing at Acton situation ! Town - albeit with a 17-minute wait, has itself Monday to Friday been extended to Heathrow, arriving at 01.07, .53 In the peaks, improvement made to Rayners Lane easing the gap which existed between 00 (last through train) and 01.20 (last connecting branch service, by increasing the number of 01.06 trains to the central area (morning) and from train). The ex-Acton Town still runs, via tlte central arse (evening) to 15 trains per T4 of coui-se, arriving at Tl,2,3 at 01.241. hour-i.e. 4-slnute intervals. With an identical service on the Heatm-ow branch, giving 30 trains Sundays per hour through the central area, a continuous By far the most interesting aspect of this new 2-niinute iaterval service operates eastbound timetable, apart from the T4 loop working, is at Acton Tcm-d frcra 06.00 to 09-10 and westbound the provision of an early-morning service to and at Hyde Park Caraer from 16.5*51 to 17.521. In from Heathrow. The first departure from t4 is the opposite directions (i.e. westbound morning, at 05.52, leaving Tl,2,3 at 06.01. The first castboaad evening, tho m^in peak eer-vice Is through train ex-Tl,2,3 to Cockfosters remains 24 trains per hour - at 2|-!nimite intervals). The at 06.48, but those before terminate at Kinrs Uxbridgc- braBsh wast of Rayners Lane seems to Cross and run limited stop, being North- have suffered yet agein, with the last morning fields, Acton Town, Turnham Green, Hammersmith departure from Raiaiip at 09.30 instead of at then all stations except Gloucester Road and 09.49. In the evening p^^ak, the first train Covent Garden. In the opposite direction, the •through the road' beyond Rayners Lane is at first westbound from Kings Cross does not call l6.02 cx-Kl!ig:s Cross (instead of 15.29), but an at Gloucester Road, but makes additional stops earlier service exists by changing at Acton Town between Hammersmith and Acton Town at District into a train originating from Northfieids depot. Line stations (except Ravenscourt Park). The only trains to reverse at Wood Green do so The first trains to and from Heathrow can be in the morning peak, and thus during the midday summarised thus (previous times in brackets):

72 From Tk - Metropolitan No.l Section. (WTT No.284:) 05.32 This new timetable does not have any radical From T1.2 changes to service intervals or patterns and merely Incorporates changes made to the District 06.01 (06.48) to Kings Cross Line service to Wimbledon and slight revisions 06.48 (06.48) to Cockfostera made to the No.2 section ("main line'). Cn Sun• ,2,3 days , however , an earlier westbound service has To Tl via T4 - been provided from Kings Cross, hy extending an 06.49 (06.55) ex-Hounslow West empty working ex-Neasden tiix-mrd from Baker 07.09 (07^09) ex-Oaterley Street. This means that the first westbound de• 07.01 (07.01) ex-West Kensington parture from Kings Cross is now at 07,23 instead 06.57 (07.28) ex-Kings Cross of 07.36. 07.10 (07.5 0) ex-ArnoE Grove 07.13 (07.13) Slight revisions to train numbering have also ex-Cockfoaters been made, with Hammersmith stablers being num• The maximuia Sunday service (20 minutes Rayners bered 241-245 (instead of 234-237), which in• Lane, 7t Heathrow, 5-5-| Wood Green, 5-11 Arnos cludes football specials. Barking spare trains Grove, 15 Cockfosters) which started at 13.30 235/236 (237/240), and the Barking midday stab• has now been brought forward to start at about ler 237 (formerly 240). 10.30, givi»g the Rayners Lane branch on Sundays s throttgh service that much earlier, instead of Metropolitan No,2 Section (WTT No.285) a shuttle to and from Acton Town. No major changes have been made to the main line service of the Metropolitan. The small changes The new Piccadilly Line timetable also means that have taken place include the following: that new schedules were necessary for the Dis• trict a»d Metropolitan lines because of their (a) Additional -J-minute running time in morning interworking, and these are reviewed briefly peak southbound between Harrow and Wembley below, also starting from 7 April 1986, Park. (b) One Aldgate platform stabler between the (WTT No.113) peaks extended to Neasden depot, giving one To provide a service for the BR timetable being bay platform there and at Moorgate available introduced on 12 May 1986 with trains calling at for emergency reversing. Later through train Olympia, a Monday to Saturday service has been from Aldgate to Wembley Park at 10.09 in• stead of 09.58 and earlier from Baker Street provided with two D stock trains, operating at 15.42 15.50. about 15~minute intervals. This Underground ser• to Aldgate at instead of vice (which has been coiifiijed to special events (c , Iniprovetasnts made to end of evening peak since re-opening in 1946) operates between the service, northbound from Baker Street, following timess summarised as under - First First Last Last (Note * ex-City) . MF SO MF SO Earls Court to 07.00 07.00 20.34 20.34 Times from Baker Street - Olympia WTT No.285 WTT No.281A High Street to 07.30 07.32 20.32 20.32 Olympia 18.19 WP 18.19 WF 18.21 VX Olympia to 07.15 07.15 20i46 20.46 18.26^ m 18. S5 UX High Street *18.28J AM (semi-fast) •18.28I AM 18.30 WP In the peaks; two extra C stock trains are rein• 18,3- 2 WF 18.32I WF stated (pre-i^ecember 1982) to give an 8-minute 18.36 HH service between Edgware Road and Wimbledon* The •18.40 OX 18.40 UX main line aervice has also been retimed to give •18.48 AM (semi-fast) •18.48 AM (semi-fast) ar. equal service interval. Two trains have been 18.50 WF 18.50 WF transferred to Ealing Common to start in the 18.55 KH ~ rooming and stable in the evening in lieu of 19.00 UX 19.00 UX Upminster. Improvements have been made to the 19.05 HH service from UjKiiinster at the end of the morning 19.10 WF 19.10 WF peaii: period, with Barking reveraers starting - About 15 minutes later and reducing by one the Slight changes to northbound fast rjumber o£ Dagenhaiu East reversers in the entire sesrvice in off-peak MF and SO, to peak. Between OS.44 and 09,09 ex-0pminater, connections at Harrow and Moor Park. there are now six departures instead of four. During the Monday- to Friday midday off peak, A similar feature has been employed on t5ie '36» Edgware Road-Wimbledon service at the end of the trains leave Baker Street at minutes past each hour instead of <40», and MF even• evening peak, with six departiu-es from Edgware '44' •42'. Road to Wimbledon between 18.37 and 19,37 in• ings and Satta-daye at instead of stead of fo-or. (e) No overnight stabling at Watford. The only significant change on Sattirdaya ifit the extension of the Tower Hill service (to and from Passenger Service Summary Wimbledon) to Barking, brought forward to about 11.30 instead of 13.45. At this stage, it is interesting to note that the Piccadilly Line now operates a passenger With the all-day Olympia service and increased service earlier in the morning and later at Wimbledon-Edr*if9re Road service in the peaks, the night than any other line. The Metropolitan, maxium stock is thus increased as follows: howc\'er, has the earliest and latest trains 'on the road', and this situation is sumsarised on 61 6 (+2) X -car D stock I Total - 70 trains (+4) the next page, line by line. 9 X 6-car C stock (+2) J

» 73 EARLIEST STARTS AND LATEST FINISHES:

Line Earliest Start Latest Finish

Metropolitan No.l 231: 04.3? HammersBiith depot 231: 01.37 HanHnoraaiith depot Metropolitan No.2 42: 04,0? Uxbridse sidinsa 7: 02.11 Neasden depot East London 173: 05.03 New Cross depot 171: 01.06 New Cross depot Jubilee 307: 04,54 Neasden depot 34l: 01.30 Neasden depot Northern 21: 04.21 Edgware depot 25: 01.52 Edgware depot Victoria 210: 04,43 Northumberland Park dt. 243: 01,13 Northumberland Park depot District 30: 04.15 Barking sidings 4: 01.59 Barking sidings Piccadilly 265: 04.20 Northfieids depot 300: 02.07 Northfieids depot Central 110: 04.l4 Loughton sidings 2: 01.12 Woodford sidings 114: 01.12 Loughion sidings Bakerloo 2l4: 05,12 London Road depot 231: 00.58 London Road depot

EARLIEST AND LATEST PASSENGER WORKINGS:

Line Earliest Passenger Departure Latest Arrival & Origin

Metropolitan No.l 05.01 Hammersmith-Whitechapel 00.54 Hammersmith (00.20 ex-Whitechapel) Metropolitan No.2 05,07 Wembley Park-Baker Street 01.01 Wembley Park (00.45 ex-Baker St.) East London 05.27 New Crosa-Whitechapel 00.4i New Cross (O0.29 esc-Whitechapel) Jubilee 05.25 Wembley Park-Charing Cross 00.49 Wembley Park (00.23 ex-Charing Cross) Northern 05,22 Mordcn-Edgware via Bank 01.11 Morden (00.11 ex.-Golders Green via Bank) Victoria 05.32 Seven Sisters-Brixton 00,56i Seven Sisters (00,17 ex-Brixton) District 05.02 Acton Town-Opmlnster 01.09 Wimbledon (00.53 ex-Enrls Court) Piccadilly 04.59 T4-Cockfoatera 01.241 T4 (01.00 ex-Acton Town) Central 05.15 Debden-West Ruislip OO.58I West Ruislip (00.35 ex-White City) Bekerloo 05.28 Elephant & Castle-Queens 00.50 Queens Park (00.23 ex-Elephant & Park Castle)

SDMMARY OF TRAINS IN SERVTCE:

Monday to Friday Line Peak Morn Aft Eve Saturday Sunday

Metropolitan No.l 1 16 It 11 6 8 8 WTT No.284 - 7.4.86 Metropolitan No.l J 14 14 14 10 10 6 Metropolitan No.2 WTT No.285 - 7.4.86 40 16 16 14 13 ' l4 East London Line WTT No.283 - 4.6.86 5 3 3 3 3 4 . District (main) 61 39 39 24 27 19 • WTT No.115 - 7.4.86 District (C stock) . 9 4 4 4 7 8

Total Surface Stock 145 87 87 63 68 59

Bakerloo WTT No.6 -32. 5.86 25 17 17 11 *3 9 Jubilee WTT No.4 -13- 5 -85 23 16 l6 11 13 6 Piccadilly WTT No,21 -7-4.86 73 48 48 40 40 29 Northern WTT No.35 - 26. 3 ,84 82 46 46 56 36 36 Victoria WTT No. 19- 3- 6-85 34 23 23 19 19 17 Central WTT No.47 - 19.11.84 75 37 41 23 35 28

Total Tube Stock 312 187 191 i4o 156 127

Grand Total 457 274 278 203 224 186

7% Those readers vho keep up to date with new Work• tunnel roof. Damaged train 13 was later moved ing Timetables will realise that Victoria Line to and by early-April, work was WTT No.19 originates from October 1984, at which in hand to replace DM 1531 with I659. This time it catered for one permanent cancellation, latter car is an undamaged car from the Holborn making 33 trains in service. The date of 3.6.85 collision of 9 July 1980 and having been stored is that which saw the restoration of all 34 in the open for most of the intervening period, trains in the peaks. needs much work done on it to make it road- worthy. Similarly, it would have been noticed that a new Bakerloo timetable has been listed, but not re• viewed hitherto. This was scheduled to take effect from 12 May 1986 - the date of the new BR THE STARLIGHT EXPRESS RAILTOURS timetable, which includes the Watford-Euston by section (daily) and Watford-Broad Street (peaks Nick Mitchell only). There is no change to periods of operation of Like an ageing prima donna, the 1938 Tube Stock Bakerloo services, no change to the basic ser• has been making a number of farewell appearan• vice intervals, nor any changes to trains in ces, the latest of which took place on Sunday service at the respective times of the day. The 6 April, with a repeat ('prepeat' ?) performance main changes affect timings north of Queens one week earlier. Your correspondent travelled Park, which are only of a minor nattu-e. There on the second of these tours, although (from continues to be 11 departures from Harrow & talking to those who travelled on both tours) it Wealdstone in the morning peak and 11 arrivals is understood that the earlier tour ran in a in the evening peak. The intervals between very similar manner. trains to and from Harrow now vary from 6-20 to The tour left White City on time at O9.13 and 9-19 minutes in the morning, and 9-20 to 9-24 in ran to Ruislip depot, with a brief photostop at the evening. Greenford. After passing through the depot it The only other notable change is the specificat• ran into Ruislip siding, reversing there onto ion of platforms at Elephant 8e Castle for rever• the and running to Harrow-ori- sing. the-Hill for another photostop. Continuing south it ran via the Jubilee and Bakerloo metals to Elephant & Castle, where it reversed and ran to DRILLING FOR 0ih TRAINS I Harrow & Wealdstone. Everybody had to detrain here while the train reversed in the sidings, On Tuesday 4 March 1986, Central Line train since British Rail feared that the additional 13 (S), the 10.28 Ealing Broadway to Hainault weight of a loaded train might prove too much via Newbury Park, struck an obstruction in the for their permanent way and cause a derailment I tunnel at about 35 mph, whilst travelling be• tween Leytonstone and on the inner rail The weather had started out dull, becoming a at 11.22. This obstruction ttirned out to be a little brighter by 10.00, but by the time the 200 mm diameter drill, which had penetrated the train left Harrow & Wealdstone, it was starting roof of the tunnel underneath near the Whipps to rain. Returning south, the train ran back to Cross roundabout, where test borings for a prop• Elephant & Castle and then up to Stanmore, where osed Hackney to M.ll link road were taking there was a lunch break of just under an hour. place. The drill bit was broken on impact, By this time it was raining in earnest and very causing extensive damage to the driver's side of cold, too. This was a very dreary break as there leading driving motor car 1531- Fortunately, the is nothing to do in the vicinity of Stanmore driver suffered only minor injiuries, having station at l4.00 on a cold, wet Sunday - no shops ducked when realising what was happening. open - so most people spent the time queueing for the refreshments which LRT catering had laid on. He then drove the train into Wanstead station from the rear with the guard in front, and a The wet weather persisted through most of the chain of passengers relaying messages along the afternoon, spoiling photography, but not the train because the accident had rendered the intereet of the itinerary, which was srouth to driver-guard train telephone inoperative- Train Neasden depot, where the train reversed in the 15, the 10.52 ex-Ealing was emptied of its pass• Klondyke sidings and then via the flyunder engers at Leytonstone and sent forward to in• before running to Uxbridge. From here, it ran to vestigate, at which time the nature of the prob• Acton Town, reversing in the sidings, then to lem had not been established due to defective Northfieids (photostop) and on, round the emergency communication (DRI-CO - jg^iver to Heathrow loop (which did not come into regular ^ntroller). Meanwhile, the contractor perform• use until the next day). This was the highlight ing the drilling, realising the loss of the bit, of the tour, because the train halted for a few had put down an investigating probe, which was minutes at the new Terminal 4 station, and the hit by train 15. This train was not so badly passengers were able to alight and inspect the damaged, as it was travelling at caution speed - platform at which the Royal couple had alighted much slower than train 15- five days previously. Everybody seemed to be very impressed with the new station, which was As if this wasn't enough, at 11.44, train 31, brand new and spotlessly clean; however, the the 11.24 Epplng-West Ruialip had a person under passage of the train through the (until then) the train at westbound, blocking little-used tunnel had stirred up considerable that branch, which was hitherto being used amounts of dust into the air. additionally by diverted Hainault trains. Central Line services were thus interrupted be• The train then continued back to Acton Town east tween Leytonstone and Hainault/Woodford. Through sidings, where it again reversed, this time services between Leytonatone and Woodford were running to Ealing Broadway to rejoin the Central restored at 13.40, which allowed some trains to Line and return to White City, arriving just be run via the and the outer rail after 18.20. During the day, it had run within via Newbury Park back to Leytonstone. Services five minutes of its booked time - no doubt this on the inner rail through Wanstead ware resumed was made easier by the long layovers scheduled 16.37, at having moved the damaged trains to at reversing points", which enabled any late and made temporary repairs to the running to be easily made up.

75 Although this *rn8 the end of the official rail- coded 'FWT 2.86' is very similar to the previoue tour, participants were allowed to continue on one, coded 'FWT Cartography 3.85", but there are the train for its run back to West Ruislip {with several small variations, in both the services only one stop, at Kortholt). This was achieved shown and the presentation. at a fine pace, clocking 51 mph at one point- the highest of the day. A fair mvaber of enthus• The front loaf has an added white-on-blue block with 'Heathrow Terminal 4 Station opens 12th iasts rode on this segment and were therefore on 19?8 April;, and on the map iteelf the broken lines hand to witness Tube Stock disappearing off for the T4 loop have been filled in, with three into the distant depot, for possibly the last built-in arrows to show the direction of travel. time {at least, in red livery?). The word 'Central' has been deleted before Altogether, a very nostalgic occasion, only 'Terminals 1,2,3' in the name of that station. lessoned by the lously weather which led this Between Kensington (OljTnpia) and High Street writer to wish that more of the route had been Kensington the broken line for the District ser• in tunnels. The railtoura were well patronised, vice has been filled in solid, so that there are with all tickets sold out. There were, however, two parallel green lines between Earls Court and a few empty seats on the train, no doubt attrib• High Street Kensington. The only other service utable to those participants who left the train change is for the Great Northern Electrics, for part of its journey in order to photograph where the whole line between Finsbury Park and it passing through stations. The 'Starlight Moorgatft ceases to operate on Sundays, causing Express' livery still appeared reasonably smart the 'freehold' stations of Drayton Park and to the end and the train still carried its car Essex Road to close on Sundays (operative from cards advertising West End plays, some of which the new BR timetable on 12 May - first Sunday of had closed by then. closure presumably 18 May). Here's to the next farewell tour I In the presentation, there are some good changes and some bad ones. What seems a most unjustified change is at Kennington, where the previous POINTS OP lyrSREST presentation of two separate stations with a peak hour service joining the Charing Cross Reference UN 29If page 32: branch to the Morden line has been replaced by Brocklev Hil3L A4J Viaduct one interchax]ge station at a plain junction. Consequently, the sections of line in the key to Page 32 of IMPROVING LOtJDON'S TRANSPORT (Railway explain peak ho\u? and District Gazette J946) states - Line exhibition services have disappeared. The •On leaving Edgware the new line .... reaches explanation for an open circle baa been altered the viaduct which carries it across Watford Way from 'Interchange with other lines' to 'Inter• and which will contain the platforms of a new change between Underground Lines', and moved to station at Brockley Hill .... The viaduct is the block which has the explanations for the 550 yd long and of brick arch construction ex• other symbols. The restricted hours of the cept at its crossing of Watford Way where there Waterloo & City Line have been included in this will be four plate girder spans, two of them to block for the first time, but the station(s) to allow for future widening of the road, and at which the very precise times quoted apply is not the site of Brockley Hill station where the line stated. The Victoria Line colour is now made up is to cross a new road on another plate girder of blue overprinted with black dots Instead of span. The ticket hall of Brockley Hill station pure blue as in the previous edition. This has will be situated in one of the arches." made it appear closer to the blue of the Picca• dilly Line, and consequently less easy to dis• tinguish. The only colours without any dots are Central Line Timetablea the red of the Central Line, the yellow of the Circle and the jet black of the Northern Line. An item omitted from this article, which spanned four issues of Underground News, was that of an early close-down on all Underground services Finally, the British Rail emblem at Queens Park from Wednesday 28,10.42 (UN 289, page 5). This has been included in a box which also Includes meant that last trains left the central area at the words 'Watford Line'. As the box means about midnight instead of about 00.3O-i.e. last 'Interchange with British Rail within walking trains 30 minutes earlier than normal MF and SO. distance*, this is literally true at Queens Park, but a very short walk compared with that Normal last trains restored from 6,3.45 (UN 290, at Fenchurch Street/Tower Hill. page l4). Incidentally, the Underground diagram which is reproduced in th.e new Heathrow-London leaflet Metropolitan Saloon Stock is coded 'FWT Cartography 3.86', and this shows 292, 50, Kennington as two stations, but with the section Mention was made In UN page regarding south of the Charing Cross line station as a Metropolitan stock used as tank target units ' solid line. Curiouser and curiouser ! It also during the war. Apparently, between September 1942 1943 1$ shows tho BR line to Gatwlck Airport in the and January Acton Works built 'Tank usual BR amber colour. Target Units', each consisting of a powered bogie and chassis. Each was equipped with a pair Now that the Docklands Light Railway will be of 150 hp 63OV traction motors cotaplete with administered by the Underground, will it bo control resistances and positive (only) shoe- shown on the underground diagram 7 Presumably gear. This latter feature suggests their use on the River Thames will have to be 'bent' to show a electrification system, the parts the Isle of Dogs loop to begin with. for these units being obtained from ex-Metro• DPC politan (Kammer.smlth & City) motor cars. FLY THROUGH TERMINAL 4

REVIEWS A new leaflet produced by British Airways (The World's favourite airline I ) shows several UNDEKGROUND POCKET MAP - APRIL I986 photographs of, and describes the new Terminal 4 This new edition of the familiar folder diagram. building and facilities. On what forms the back

76 page of this triple-folding leaflet, a diagram pert and Society Past President Dennis F.Edwards, at the top shows the airport and the location is divided into two sections. The first, the of Terminals 1,2,3 and Terminal 4, in relation Introduction, comprises 11 pages of text out• to the Underground stations and nearby roads. At lining the history of the areas covered. The the bottom of the page, a BA designed route map other section, by far the larger, comprises 13O of the Piccadilly Line (which 'ends' at Kings numbered photographs and plates, subdivided Cross) shows the T4 loop, with trains travelling into the areas of Huislip, Ruislip Manor, South in an anticlockwise direction. This is most con• Ruislip, Northwood, Eastcote, Ickenham and fusing as it is contrary to all diagrams prev• Hililngdon/Uxbridge. The changes in these areas iously published. The diagiam does, however, during this century has been mainly due to the show t4 station as being served first after railways that were built and there are thus no Hatton Cross, albeit in the geographically wrong less than 30 photographs of railway interest, position. many of Underground subjects, plus others of of transport interest (trams and trolleybuses). The only criticism that your reviewer has is the absence of page nuiJfl>ers, which i* partly compen• KOW WE'RE PUTTING OLVMPIA ON THE MAP sated by a numerical list of illustrations This new single-folding leaflet (386/17112/ before the Introduction, Although the book is 6M(13i6a)) publicises the Underground and HR not wholly devoted to railways, It ia a fine connections at Olympia. The front shows an en• publication and well worth owning. larged section of the Underground map embracing West Kensington/Olympia/West Brompton/Earls Court/High Street Kensington stations, but with LETTERS TO THE EDITTO only Kensington (Olympia) actually named. The centre folding section summarises the facilit• Sir, ies offered - Underground services from 7.4.86, BR services from 12.5.86, plus a summary of London Transport Magazine perhaps what will be the most popular Under• Any Society members who may be trying to collect ground fares. This double page also includes a a run of London Transport Magazine and its picture of D stock unit 7500 when new (and show• successor LT News (LRT News since issue No.270 ing the reflection of CO/CP stock in the cab dated 6 July 1984) may find the following notes windows J ), The back page lists actual departure of interest. times of Underground services from Olywpia on Monday to Friday (separated into 'Morning', The monthly London Transport Magazine first went •Afternoon' and 'Evening' periods) and Saturday. on sale in April 1947. It replaced the free Pennyfar© -London Transport Staff News, which HRH had reached No.90 (War Series) in March 1947. The new London Transport Magazine lasted until INTERCITY DIRECT - British Railways Leaflet March 1973» but did not actually appear every single month. August-September 1950 i» one com• This leaflet publicises the new services via bined issue. November-December 1950 is also one Kensington Olympia, starting on 12 May 1986. It combined issue, but confusingly only shows stresses that Kensington Olympia will be com• 'December' on the front cover. Due to an indus• pletely refurbished for the new service, and trial dispute in the printing industry, March that the all-day District Line service will give 1956 and April 1956 did not appear. July 1959 handy connections to West London and Heathrow. and August 1959 were not published for the same The starting and finishing points of the seven reason and neither was December 1970. I have trains in each direction are: also noted that there was a special supplement Southbound - reprinted from the August 1956 issue of London Transport Magazine. This was on the subject of Fom- from Manchester and one each from Liver• advice for parents among LT staff, whose child• pool, Reading and Wolverhampton. ren were looking for a career and might wish to Three to Do%'er Western Docks (one connection to consider opportunities in London Transport. I Folkestone Harbour), three to Brighton and one know of no other such special supplements. to Newhaven. The fortnightly newspaper LT News replaced LT Northbound - Magazine in 1973- LT News No.l was dated 6 April Three from Dover Western Docks (one connection 1973 and issues have been numbered consecutively ever since (except the issue of LRT News between from Folkestone Harbour), three from Brighton 305 3O7 and one from Newhaven. numbers and which has no number or date on the cover itself) although issues have not Three to Manchester, fo\ to Liverpool. always appeared at regular fortnightly inter• vals. Curiously, there is an issue number 231, Numerous European connections via the Channel dated 19 November 1982 and another numbered Ports are detailed, the most distant being 25 10,47 IB of the same date. These two issues appeared Moskva Byelorruaki, reached off the from to be identical at first glance, but a closer Kensington. In fact, Kensington Olympia is also look revealed that the two items on page 5 of the gateway to Brussels, Paris, Amsterdam, Ham• issue 231, about bridge D.29 at Ealing and ten• burg, , Rome, Vienna, Copenhagen and der invitations for Terminal 4 tunnelling, have Warsaw - a role for a second train describer at 23 7 been replaced by a page 5B in issue IB which Earls Court, perhaps Is beaded 'Campaign Special - Back the Bus... or OFC missitl* It is not clear as to why this occurr• ed, but presumably the print run was stopped BOOK REVIEW part way through and the new page and altered number on the cover substituted for the old. BYGONE RUISLIP AND UXBRIDGE by Dennis F.Edwards. Certainly the two versions were issued, as I Published by Phillimore & Co. Ltd., Chichester, have a copy of both myself. Isn't life compli• Sussex, 1985. 96 pages, hard back with colour cated I dust jacket. Size approx. 19Ox253 mm. Prices £7.95- Yours sincerely, P.Bancroft. Alton, Hants. This new publication by ex• 2 April 1986.

.77 sir. March. 1936 Metropollton Electric Saloon Stock 1959 T

ADD for DeyesBber 1^85 and ADD in 1985 Rolling 5701-6701 13th Stock Annual Summary (UN 290, page 20): Service Locomotivest Bail Wagons repainted yellow livery - Battery Locomotives - RW490 RW491 HW492 RW494 - - • lAO Acton Works to Llllie Bridge (ex- ADD for January 1^86; collision) 13th L28 Kail Wagon repainted yellow livery - , , , Lillle Bridge to Acton Works (for buckeye conversion) 21st HW493 Miacellaneoue Vehicles: ADD for February 1986: From Procor, Wakefield, new Rail Wagons deliv• Battery Loco repainted yellow livery - ered to Ruislip - RW801 RWB02 RW803 RW805 RW806 ) .12th RW807 RW808 RW809 >

78 « mBiO RWSia RW8l3 RW8l4 RW8l6 19th tigations were still being carried out to find a rapid method of removing large amounts of alum• Rfe?8u HW815 RW817 RtfSlS 3l«t inium. Portable radios gave very useful links with con• SOCIETY SECTION trol and could also communicate with other port• ables. Broken axles were rare mainly because of April Baden-Powell Hottae Meeting the use of ultrasonic testing, but devices were available to clamp axles both at the centre and Por the April 1986 meeting, Bryn Butt, Depot to the wheels. Engineer Solders Green, and Stelth Paynter, Depot Eriglaeer Northfieids, spoke on the subject of Flat tyres were unfortunately more common. In the London Underground Breakdown Organisation. earlier days a strip of metal was welded onto In introducing the speakers, Desmond Croome the flat, taut in more recent times an arc of pointed out that in the pa«t this somewhat ne• metal gave a far better profile. glected subject seemed to have been covered at Seized motors used to be dealt with by demeishing almost precisely ten-yearly intervals, and this but this method had been superseded by the use presentation was no exception to the pattern. of 'skates' - cradles with small wheels into Mr.Butt explained the organisational structure, which the wheel of the disabled vehicle was which consisted of the Operations Director placed. With this device speeds of approximately (Railways) who was responsible for the Rolling 15 mph could be achieved, reducing to 5 mph over Stock Technical Officer based at Acton Works. crossovers. Next in the heirarehy were four Depot Engineers Mr.Butt then showed a selection of slides demon• whose breakdown duties were rotated so that they strating a variety of procedures used to cut spend one week out of every four on call. »0n away damaged material in order to move a vehicle Call' me-aat that for a period of seven days back to the depot, and to rerail derailed they were available 24 hours a day to cover in• vehicles. It was generally felt desirable to cidents anywhere on the system. Two engineers avoid uncoupling derailed cars if at all poss• were available to assist them, together with ible, but on occasion this became necessary if breakdown gangs - two shifts based at Ealing they had become locked together. Times for re- Common depot, and three shifts available from railing a vehicle varied from four to five hours Neasden. Only one gang was available during the depending on such circumstances aa the weather night. and tho remoteness of the site. Mr.Butt then presented a series of slides illu• In reply to questions from members, Mr.Butt and strating the wide variety of equipment used in Mr.Paynter explained the various methods used to breakdown operations. Earlier use of breakdown return damaged vehicles to the depot, including trains had given way to road vehicles for great• the tise of battery locomotives and assistance er speed and flexibility. The increasing use of from other trains. Care was taken not to over• aluminiiim alloys in the construction of tools heat ballast resistors dvu-ing prolonged running and equipment had meant that loads had become at low speed. Skates had proved extremely useful considerably lighter over the years, and this and reliable, especially since the installation had enabled smaller vehicles to be used. Follow• of tapered roller bearings. Experience and skill ing the Moorgate disaster in 1975» a special usually ensured that a damaged car was within communications vehicle had been added and this gauge, without the use of precise gauging meas• was fully equipped with BT telephones, LRT in• urements . ternal telephones and radio telephones to cover the period before the installation of landllnes. The potential dangers of Insufficient trimming The very small number of serious incidents had were fully realised, especially in relation to meant, foi-tunately, that there has been little signalling and power cables within the tunnels. need to use this vehicle. Experience over many years had shown that the specialised judgement of the breakdown teams was Subsequent cilides showed individual items of to be trusted and Interference from other de• equipraent Carried on breakdown vehicles: these partments was very rare. In cases where a person includes large quantities of wooden packing and had fallen under a train, the Fire Brigade oxy-acatylene equipment for cutting and welding. usually lifted the car although in serious cases Lightweight hydraulic jacks were used for almost breakdown engineers were also involved. Fire all re-railing operations, aa it was of course Brigade and Ambulance personnel were under• impossible to make use of cranes in tunnels. standably reluctant to work in situations where There were mechanical jacks, light alloy jacks, the traction current had to be left on in order stretchei- jacks which expanded from each end, to move a train. and ispecial hydraulic jacks which could be used in confined spaces by means of a separate pwap Cailpolnt examiners were available to deal with minor problems on trains. connected by hoses. Following the Moorgate disaster, attempts had lamjediately a rail vehicle had been raised by been made to reconstruct the damaged cars in the use of Jacks, it was necessary to support order to try to establish whether there might the load on wooden packing,- Once the appropriate have been a brake failure. Allegations of brake packing had been laid, the irtieels of the vehicle fall

79 equipment had already been inotalied on tho 1983 to tube station .

80 the shortest possible time - was last aet up on (Schwebebahn and Trams), Solingen 5 December I981 by C.Mulvaney< who successfully (Trolleybuses) and Dusseldorf (LRT Systems and visited all the (then) 277 stations in 17 hoxirs Trams). Travel will be by Rail/Ferry or Air to 37 minutes, which was just after the closure of individual choice. If you wish to receive fuller Blake Hall station. details, please write to the Overseas Visits 24 This total of 277 stations at the end of 1981 Organiser, Mr,J.F.Thomason, Reveley Square, comprised, of courae, all stations served by London, SE46 IHS. Please enclose an SAE and state if you wish to travel by rail/ferry or Underground trair-s. However, stations with the by air. same name but on different sites (Bdgware Road - Metropolitan, District & Circle, and Bakerloo; Friday^ l4 November Hammersmith - District & Piccadilly, and Metro• On 17 November 19^1, the London Underground politan} and Shepherds Bush - Central and Metro• Railway Society was formed. This specially politan) are each treated as two separate stat• arranged meeting looks back at the last 25 ions in the grand total. years of the London Underground system and how The figtu-e of 277 ^fts reduced to 266 in 1982 by it has changed during that time. Entitled 'The the withdrawal in September of the Bakerloo Line London Underground, 1961-1986', the meeting will service to Watford Junction, deleting Wembley be illustrated with slides and will be presented Central to Watford Junction (inclusive) from the by Mr.B.R.Hardy- 19.OO for 19,15 in the Confer• list of stations served. ence Room, Baden-Powell House. In 1984, five Bakerloo station* (Wembley Central to Harrow & Wealdstone) were restored, making FROM THE PAPERS 271 stations served by Underground trains, and pally Telegraph; the opening of Heathrow Terminal 4 on 12 April 1986 makea the total currently 272. The Society 29.^•66 - The cost of the Docklands Light Railway is pleased to announce that a new record for extension from Tower Hill to Bank is now estim• these 272 statiotiB was set jttBt two days after ated at £92 million, but so far, the Canary the T4 opening -on l4 April, when Robert Andrew Wharf consortium has been unable to raise more Robinson, Peter David Robinson, Timothy John than £45 million. Negotiations are continuing Clarke and John Garde, who were also previous on the £47 million shortfall. record holders in 198I, covered them all in 51.3.86 - Hie Greater London Council and six 19 hours, 51 minutes and l4 seconds. metropolitan county councils will cease to exist MJS , . " . at midnight tonight. g^4,86 - The Prince of Wales yesterday opened the Society Rule 19.i £27 million underground station on the Heathrow Terminal 4 loop of the Piccadilly Line, but com• In the light of recent events, members are re• plained of being footsore after his 90~minute minded of Society Rule 19. which reads - tour of the terminal Itself. >sEMBERS MUST NOT USE THE NAME OP -nJE SOCIETY IN 7f4.86 - Improvements to London Underground ser• A MANNER WHICH MIGHT BRING DISCREDIT UPON THE vices (fully reviewed elsewhere in this issue) SOCIETY. being introduced today include extra rush-hour Thi« extends to the practices of attempting to trains on the Raynera Lane, Uproinster and obtain favours or provision of material(») from Wimbledon branches, a full Monday-Saturday ser• London Underground staff. vice between Kensington (Olympia) and High Street Kensington, a better off-peak service The^ Timetable (Continued from front page) between Wood Green and Cockfostors and better connections on the Metropolitan Line at Moor Sunday & July Park and Harrow~on-the-Hill. AFTERNOON & EVENING Library Meeting, from 15.00 l4.4,86 - Terminal 4 raises Heathrow's terminal to 21,00, at 62 Beauval Road, Dulwich, London, capacity to 38 million passengers a year, but SE22 8UQ. runway restrictions limit movements to lass than Thursday 10 July 37 million a year, unless larger aircraft are LURS memberis are invited to this meeting of the used, or more night flights are permitted. Southern Electric Group (Southern Forum) at 16.4.86 - Lady Betjeman, wife of Sir John which Mr.J.C.Gillham will give an illustrated Betjeman, has died aged 76. talk on 'The Watford Electric Stock'. 19.15 at the Jubilee Tavern (upstairs room), 79 York 17.4.86 - Work started yesterday on the £l8m. Road, London, S.E.i. short-take-off-and-landing airport (STOLPORT) in London's docklands. It Is due to open in the Friday 11 July autumn of 1987. Talk, 'The Underground Ticketing System' by Kr.N.P.Agaew, Ooeratiag Department Representat• The Guardian: 19. ive Ivrs Team),"London Underground Ltd. OO 1.4,86 for 19,15 in the Conference Room, Baden-Powell - Mos c ow * a Lenin library, one of the gran• House. dest and best-known buildings in the city, is in danger of Inasinont collapse because of a new Friday 8 August Metro station which has been tunnelled through Talk",' ' 120 Yaara of Underground Tickets - the hill on which it stands (Vagankov hill, Part II-including Season Tickets', by Mr,B.Pask opposite the Kremlin). of the Transport Ticket Society, 19.00 for 19.15 in the Conference Room, Baden-Powell House, London Alternative Magazine: Friday 22 August 8.4.^6 - An article on Hlghgate Cemetry says that it had an underground railway line to transport Library Evening, iS-OO, The Society's Library coffins from chapsl to grave. open for inspection at 62 Beauval Road, Dulwich, LoMon, SB22 SUQ, (A possible similar underground railway at Ken- Friday to Monday 26 to 29 Ssptember ' sal Green Cemetry was mentioned in UN 249, page The Society intends operatiiig a vis'it to - 185). tal in West to visit installations at 81 GRAFFITI ON LOSDOy»S UNSERGROPKD virtually no graffiti at the other modernised stations of Bond Street, Oxford Circus or Tott- hy • enheUD Court Road, apart from markings on the new Richard Clo*rs«r bullseyes. The earlier plastic bucket seats have been replaced by more vandal-proof seats. Red- f>ver the past year or so, anyone vho regularly bridge is one station that has suffered because ii«es the Underground cannot have failed to not• the original tiling was painted over, allowing ice the increase in the araount of graffiti the paintwork to be scratched. This station was appearing over the ayatem. Whilst it is intpoas- to have been re-tiled in 1979t but was deferred. Ible to cover the whole Underground, the follow• Unfortunately the C stock on the Hammersmith & ing notes suBHiarise what has been recently ««en, City and Circle lines has been hit quite badly so that aembers and other readers are more aware over the last few months by graffiti. Although a of this growing menace. Certain lines and trains lot of this has been removed, it has left sev• suffer more than others^ presumably due mainly eral areas of dark patches. One unit, 5591, was to the areas they sei^e. However, one cannot seen vandalised on 13 January, but had been blame anyone or any groupa in particular, with• cleaned off by 15th. It would seem that the only out catching a person red-handed, which seems was to deter the graffiti artiats is to remove almost as impossible as containing this criminal it as soon as it appears, so as to make their vandalism. This ugly work not only applies to efforts a futile exercise. rolling stock and stations, but to bridges and trackside buildings as well, Tho District Line is another of the least affec• ted lines and the only noticeable graffiti seems (These notes are not intended to glorify these to be defaced posters and Underground route obviously sick persons, whose sole aiK in life maps, which has been around a lot longer than seems to be an obsession to deface other the recently imported American style graffiti people's property with paint or felt pen, but which has appeared elsewhere. On several occas• to highlight just how bad the situation really ions, the enamel names at Plaistow have been de• is. Let us hope that LRT (for some buses are faced with a set design appearing all over them, just as bad) will find the resources that are bvTt this, like others, is soon cleared off. necessary to stamp this out •» soon ! Ed.}, Although the D stock as yet doesn't seem to have The Bakerloo Line has been one of the worst hit suffered too much, car 7123 has been seen with lines, in terms of the amount of graffiti the familiar 'cleaned' panels. Tkte District Line appearing in recent months. Stations worst aff• does, however, include Mile End, which is prob• ected tend to be the lesser used ones, such as ably one of the worst-hit stations on that line, those north of Paddington, where these •artists' although the general condition of the platform have more opportunities to practice their makes it far worse. Repainting at Bow Road hal• •skills'. One example, seen both at Malda Vale ted about half-way through about two years ago and Kilbtu-n Park, comprises the words 'Artful and some of the platform wall area seems to have Dodger' written in bold gothic style lettering, been ijsed for removing excess paint from w*ilch would have taken some time to write. Moat brushes. of this graffiti ha* been removed of course, but was visible long enough for it to be noticed. At The new platforms of the Jubilee Line are vir• one stage, both Maryiebone and Edgwere Road had tually untouched, except for the usual deface• a line of graffiti in different colours running ment of posters. Some graffiti has been seen on the length of the platform directly above the both 1972 and 1983 stocks, but most seems to tiles on the platform walls and around the plat• have disappeared for the time being. form exits. Even cleaned-off graffiti is still For some reason, the A60/62 stock on the Metro• slightly visible beneath fresh graffiti. Stat• politan Line has been affected worst of all. A ions quite badly hit recently include those great many units have had the whole side of the being modernised^ Graffiti has appeared on the train decorated in the American style graffiti new tiling at Paddington and on the bare cemen• covering all the aluminium panelling. Even when ted walls. It has also appeared on the old tiles removed, it is still largely visible - units and posters behind the new steel framework at 5084, 5085, 5172, 5212 and 5215 to quote but Embankment, where there is little point in re• five. The same style of graffiti has appeared moving it as the old wall* will soon disappear on the outside brick wall of the train shed at behind the new enamelled panelling. The 1959 Wembley Park. The interiors of trains have not etock trains hax-e also been the recipient of escaped and car 605O has been seen with writing graffiti both inside and out. Some evidence re• on the melamine panels and windows. Some units mains where panels have been cleaned but still have a 'logo' drawn below the advert card hold• show marks of their previous decor. It is inter• ers at the front of the train. If the A stock is- esting to note that when the 1938 stock trains to remain in service for some time to come, it were ia service up to November 1985* they were would seem likely that this form of vandalism hardly touched, (Perhaps something can be said will be on ahow into the 2l8t ccntttf-y, unless a for painted rolling stock 7 Ed.). more positive effort is made to remove it, as ia seeming to be done on other lines. Once again, On the Central Line, graffiti has been on the trains have been the target, rather than the increase of late, but mainly on 19^2 stock, A stations. number of units have been seen with large areas of the surface affected. Unit 1364 has been Northern Line stations have been vandalised con• quite badly hit and even with the graffiti re• siderably with graffiti over the last few moved, its former presence will be seen for many months. Worst affected are those on the Morden years to coma. Several units, including l620, line with Kennington particularly in a disgrace• have had a 1OT?S wavy line aprayed along the ful condition, with a mass of graffiti combin• side. The cleaning of car 9729 looks quite ing with the peeling paintwork. In recent weeks effective as it aeema one of the panels has been all the stations from Kennington and southwards completely treated to leave a shiny and new- have been repainted but this seems to have pro• looking surface. So far, the stations themselves vided a clean surface to stiirt all over again. don't seem to have suffered greatly, with the • Graffiti has also appeared on the platform fac• exception of Marble Arch, where the new white ing walls at some stations, which would indicate enamelled panelling has been covered in places that certain people are prepared to risk being in a bright blue pattern of designs. There is electrocuted to do this, but no doubt aided by

82 the 'Next train in 'x* minutes' dot matrix indi• which went almost uu-noticed, apart from a men• cators. Several trains were seen with some tion on Capital Radio's and LBC's travel spots graffiti on the inside in the spring of 1985. that morning J The Piccadilly will also see its but this doesn't seem to have increased. How• '80th» on 13 December 1986, ever , certain depots and sidings seem to be in a /86 vulnerable position, Edgware being a fine ex• NP 40 - To promote the new name 'Ryde Rail' an Open Day is being arranged at Ryde.St,Johns Road ample, with a footpath passing right next to one depot on the lele of Wight on Saturday 21 June of the stabling sidings. 1986. The 1973 stock on the Piccadilly Line has also To update readers further (NF 33/86), work has suffered to some extent, but, like the District now started on converting DM SIO to a re-styled Line D stock, removal from tho aluminium body front end and lighting modifications. Three-car has been very successful. Several statloits east train operation finished in week commencing of Kings Cross have had more than their fair 7 April 1986. ahare of graffiti, although Caledonian Road, Holloway Road and Arsenal are near as well kept NF 41/86 - The Centenary of the Mersey under• as others on the line. ground line in Liverpool took place in early- April, culminating with many special events Although this report gives a brief look at most 6 lines, I do not use the Victoria Line to any on Sunday April. Iliese included an open day at great extent and consequently cannot give too Birkenhead North electric depot, which was host acciur-ate a picture. The worst affected area to a variety of DMUs and diesel locomotives, the running of two EMUs in LMS red livery (the noticed recently has been at Oxford Circus on 503 the fire-damaged platform and its connecting Wirral Line's class between Birkenhead North and Rock Ferry and the privately preserved class passageways. Temporary boards had been erected 502 but some of these were covered in various graff• from Steamport at Southport, running between iti and even though they were whitewashed over, Birkenhead North and Hoylake), vintage bus ser• the graffiti still showed throtigh. Although some vices (free of charge) between North and Cen• graffiti has been noticed, some of the trains tral stations In Birkenhead, and visits by horse and stations themselves do look rather grubby, bus to one of the Mersey Railway's pumpiiig such as Flnabury Park, where some of the tiling stations- A special exhibition was held in the is missing on the northbound platform. This con• old Mersey Railway offices at Birkenhead Central trasts considerably with the newly modernised station, which included a working model of a Piccadilly Line platforms, which are very clean section of Mersey Railway station, tunnel and and sojart. rolling stock. ^3/86 2 To conclude, I would like to emphasise that IjlF - It is reported that on Sunday March 19^^, a class 313 EMU from the Euston-Watford these are notes made from what I've seen when 313.013) travelling on certain sections of the Under• service (possibly worked some services ground, and not because I've specifically gone on the North London Line to and from Richmond, out to examine the effects of the growing men• It did not work through to North Woolwich, how• ace. Therefore, it is a general summary, as it's ever, due to engineering works at that end of quite a task to cover the whole system quickly the line. to make notes. Personally, I feel it ia very ^ 43/86 - The platforms at Loughton have recently important to point these facts out, because un• been resurfaced with black ashphalt, together less something is done soon, most of London's with work on the platform canopies, which have Underground traina and stations will become also been resurfaced. Some of the platform vandalised. For example, it would be an easier bulleeyes have been vandalised, with one on job to list all tho C and A stock units NOT No.l platform missing altogether. sprayed, than those that are. A year ago, these trains were hardly affected. NF 44/86 - Notices have appeared at Epping stat• ion stating that from l4 April, passengers for Ongar should travel in the front car only, due NEWSFLASHES to the condition of the platform at Ongar. The notice stated that work to repair the platform NF 36/86 - Further to NF 25/86, another possess• will start in June and will take a further three ion of the from 21.15 Saturday months to complete. . evening until the start of traffic Monday morn• NF 45/86 - Barking station has been thoroughly ing 12-14 April took place, enabling the com• cleaned up and renovated. This involved complete pletion of the replacement of the two bridges replacement of all the platform canopies, re• at the Chesham end of the single track branch. painting all the paintwork and renewal of light• The first occasion (22-24 March) saw the re• ing from fluorescent to sodium. However, work on placement of the Waterside bridge, with the replacing the lights was not complete when last later work concentrated oa the Moor Road bridge. visited by your reporter at the end of February. IMT engineers expect the new bridges to last for the next 120 years. NF 46/86 - The London Transport Museum reports that it hopes to open a CP stock cab simulator NF 39/86 - The RCTS journal. Railway Observer for in the near futiwe. Although initially it will March 1986 reports that the four ex-Chesham be non-interactive, it is hoped that eventually coaches, which have been out of use on the Blue• a video disc will be linked to the driver's bell Railway for a ntamber of yeare, are to be handle, thereby showing visitors how an Kiider- refurbished to provide the rolling stock to ground train is actually driven. The cab end was eelcbrate the centenary of the Chesham branch, from DM 54235, which was scrapped by Booths of due on 8 July 1989- Motive power being consid• Rotherham, leaving Ruislip on 23,9,82, ered for this event include London Underground's Sarah Siddoas and also Quainton's Metropolitan. m 47/86 - A modernised London Underground stat• S-cla«a 0-4-4T No.l. Watch this.space I ion opened in Vienna on Tuesday 15 April I986. Just two weeks after opening LU's newest stat• Editor's note! The City & South London Railway ion, the Prince and Princess of Wales opened a will celebrate its centenary on 18 December British exhibition, which includes a full-size 1990 -what can be organised for that event ? In ten-metre section of Underground platform. The the meanwhile, belated congratulations to the section Is of Kings Cross and features the ab• Bakerloo Line - 80 years old on 10 March 1986, stract station decor, by British artist Paul

83 and 11177» albeit with steam power, during the Kuusaer of I985. What lies in the future for Opposite top: these two tube cars 7 A60 The conversion of the Metropolitan Line's /62 49/86 ~ Units overhauled at Golders Green stock to One Person Operation at Acton fiind Ruis- depot are having wbite-on~black stickers applied iip has given them a 'new look', which includes indicating when and where the unit wa« over• laoro powerful headlights, new windscreen wipers hauled. These can be seen on the DM ends, at the (and fitted additionally on the opposite side to conventional overhaul date position. Intermed• the driver), a smaller driver's cab window that iate car ends have the red-on~aluminium stamp. Is fitted with mi»»ile-proof glass, and identi• It is interesting to note that this includes fication of ends by the letters 'A' and 'D'. At 1972 stock, for in 1982 it was decided not to Chalfont & l^timer on 7 December I985, a.'D' end put dates on this (and 1973/C stocks), presum• conversion leads a southbound train, with.DM ably because of the extended period (nine years) 5223 nearest the camera. between overhauls. Opposite lower: NF 50/8.6 - New vinyl stickers have been observed A report on the Royal opening of Terminal 4 can oa escalators at Victoria. Measuring approxim• be found on page 71 of this issue. Train 464, ately 379 x98 mm, the top one-third is black-on- which took invited guests from Korthfielda to whlte stating 'PLEASE STAND ON TOE RIGHT', with T4, then worked back to Northfieids depot. How• the lower two-thirds boldly but simply stating ever, train 465 seen here, which took the Royal •NO SMOKING* in white-on-red. The whole sign has couple from Hatton Cross to T4, then later took a black border. the guest* back froia T4 to Northfielde and Acton ToWHi complete with special headboard. Term• inal 4 destir^ation blind and 'Concorde' sticker. It is seen at Acton Town after the ceremony on NF 47/36 - 1. April 1986. Continued from bottom of page 83 Back page top: in early-April, smoke emiaeion tests were carr• Huxley, in ceramic tiles. ied out in tunnel sections of tho District and The Northern and Piccadilly Line platforms at Circle lines, using the leaf-clearing road-rail Kings Cross are currently being renovated as Unimog twin unit TMM774/5, which apart from the part of the Underground'iS £75 million station actual leaf fall season, is unused for the rest modernisation programme. Work on the station of the year. During the night of 7/8 April 1586, began early in 1985. ciotlve power was provided by the first of the new battery locoiaotives, L62, seen et High Street Kensington, which was the first night of TAIL PIECES their use on engineers trains duties. Back page lower: Heard over the P-A. of an eastbound Piccadilly Line train which, at Acton Town., was being London Underground now has three Dnlmog road- diverted over the slow District Line in order to rail vehicles in its fleet, the latest of which cover a gap in that line'e service to Hammer• was delivered to Ealing Common depot by road on smith - 8 April 1986. It is seen on the following day during its first test on rails and although it •'Your attention please. This train will be had acquired its stock number of L85 by then, it stopping at all stations to Hammersmith. 1 re• peat, this train will be stopping at Chiswick had not received an 'Underground' sign, nor its Park, Turnham Green and ... er ... the other nujuber plates. It has since been registered two." i C622EOT. Note the hydraullcally-raised front coupler. Heard over the P.A. of an eastbound District All photographs -R.J.Greenaway. Line train approaching West Kensington (at which station the eaatbound platform is too short to accommodate a full-length D stock train) - NEWSFLASHES (Continued) "Good morning. Please note that at the next NF 48/86 - It is reported that tho North Downs station, the rear two doors will be cut out." Steam Railway has to leave its base in Chatham Needless to say, there was no gang of men with Dockyard with events for this sximmer having been oxy-acetylene cutting equipment, and the re• cancelled. It will be recalled that this group mainder of the journey was not as draughty aa have operated 1938 Tube Stock motor cars IO177 one was led to believe J

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