Second series Issue number 201 THE TIMETABLE for period beginning 4 October 1978
Wednesday 4 October Library Evening, 1530. The Society's Library open for Inspection at 9A Dunrobin Court, 389 Finchley Road, London, NW5 6he. Saturday 7 October Morning visit to Lillie Bridge Permanent Way Depot. FULLY BOOKED Friday I3 October Talk by Mr.P.RoDavis, 'The Search for the Crystal Palace Pneumatic Railway'. I9OO for 1915 at Hammersmith Town Hall, Saturday 21 October The Society will be operating its Sales Stand at the L.O.T.S, Transport Spectacular at the Central Hall, V7estminster, SW 1., 1100 to 1530, Friday 3 November Afternoon visit to the Waterloo & City Railway. FULLY BOOKED. Tuesday 7 November Library Evening, I83O. Other details as for 4 October. Friday 10 November Talk on 'Railway Timetable Compilation' by Mr,D.Fox, London Transport, I9OO for 1915 at Hammersmith Town Hall. Saturday 25 November The Society vrill be operating its Sales Stand at the Transport Enthusiasts' Bazaar, Islington Town Hall, Upper Street, London, N 1. Monday k December Library Evening, I83O. Other details as for 4 October, Friday 8 December •The Underground Scene since 1975' -Film show and Commentry by Les Collings, 1900 for I9I5 at Hammersmith Town Hall.
Published 12 times a year by the London Underground Railway Society Correspondence should be addressed to The Editor, Underground News
Opinions expressed are thoseof contributors and notnecessarilyendorsedbytheSociety. @ The contents are copyright HAMMERSMITH MEETING AUGUST 1978.
The subject of the meeting vms 'Train Performance and Testing on London Transport' and was given by Mr.F.G.Rutty, Traction Engineer, London Transport. MToRutty began by explaining that the Chief Mechanical Engineer's department was responsible for heavy overhauls and design, the latter being the responsibility of the Development Team. London Transport was unique amongst rapid-transit operators in largely designing its own cars and assuming detailed responsibility for their construction. When new rolling stock was to be designed, the length of a train was governed by platform lengths, whilst the length of the cars was determined by-the selected number of cars in a train, subject to restrictions imposed by line curvature. After the car had been designed, the weight could be estimated, and the Development Team could ask motor manufacturers to tender to supply motors suitable for the train weight and the speed—distance 'envelope' of the line, plus an allowance for potential higher performance. The guaranteed tractive effort of each motor enabled the numbers of motors per train to be calculated. After contracts had been placed, the first ten motors delivered were tested for performance, and subsequent deliveries were tested for conformity. l\'hen the first new trains were delivered, they were tested for compliance with specification. One of the most important tests was for braking performance, as the signal overlaps v;^ere based on braking performance figures supplied by the CME's department. The testing 'on the road' was probably the most interesting of the team's activities. The centre tracks between Acton Town and South Ealing were reserved for testing at certain periods, and there was a water-spray on the eastbound track. Brake tests were done by 'tripping' to simulate an emergency brake application. Higher speed tests were done between Amersham and Rickmansworth, but in this case an 'Engineer's Possession' could not be given, so that a brake application had to be made by dropping the deadman's handle at the correct predetermined place. This section of line also gave rise to problems with autiimn leaves on the running rails, and the most successful solution was to equip a rail-grinding car with some serrated collector shoes and to use water at high pressiare, MfcRutty then outlined some projects that his team had been engaged in or associated with, some regular, and others special:- (i) Tests at Upminster for ways of stopping a train from 20 m,p,h, by external mechanical means. Granite chippings about 3 to 4ft high with a 'dolly' at the buffer stops gave the desired result. The test train was unmanned, (ii) All new or redesigned bogies were strain-gauged for dynamic testing*
558 (ill) All new types of veli5.cle were breike-tested, including the Tunnel Cleaning Train (which had hydraulic motors for pi'opulsion at constant low speed irrespective of gradient), and Plasser Tamping Machines. London Transport had used non-metallic brake blocks since 1911, and was by far the largest user. (iv) Ultrasonic axle tests had eliminated axle failures. Tests were done yearly on older cars, and two-yearly or more on post-1967 cars, where a concentric groove in the axle helped to prevent faults. (v) Breakage of gear teeth was causing some concern at present; rheostatic braking may have contributed to the trouble. A solution was being urgently pursued. (vi) Diagrams were displayed, showing that A stock consumed 60% of the energy of T stock trains of similar length. (vii) Speed-distance curves were calculated for all lines, including proposed new lines, and existing lines with new stock. (viii) Gauging tests were done with cars fitted with a template and movable fingers. The cars were hauled at walking pace and men on the cars noted where the fingers touched the tunnel, etc. Tube tunnel sections were covered every 5 years, other sections every 3 years. (ix) Brake Block Tests. Sarah Siddons was used because her weight should prevent wheel locking and skidding. (x) Graphs showing the action of wheel-skid protection on the 1973 stock braking system were explained. (xi) A fram.eless air-metacone bogie for tube stock and the importance of wheel profiles were also discussed. Mr.Rutty concluded by answering questions from the audience, which included coasting to save power and articulated trains. The proceedings concluded with a hearty vote of thanks to Mr.Rutty for delivering a highly interesting paper.
D.F.C. 13.8.78
LONDON TRANSPORT BRIDGES
Further to the note in Underground News No,200, reviewing the talk given by Mr.Jobling on 'L.T. Bridges', Mr.Jobling has kindly given the Society the following notes for publication, Sjge of the Undertaking The Executive own 750 bridges, excluding footbridges, 500 of which are underbridges carrying the railway over highways, rivers etc., and 250 are overbridges carrying highways etc. over the railway. (Note: X7here two railvmys cross, one over the other, the bridge generally belongs to the company owning the railway which is being supported). Additionally, the Executive maintains a number of overbridges as agents for other authorities, such as the Department of Transport, G.L.C. etc. 559 or the 500 underbridges, I60 are brick arches, 80 are of wrought iron construction'(built before I903), 200 are of steel and 60 of concrete. In the interests of safety, but to the regret of the conservationists, the last of London Transijort' s cast iron arches, situated at Kilburn, has been removed and is being replaced by a bridge of modern design. The 250 overbridges consist of 70 brick arches, 60 wrought iron, 75 steel, 12 cast iron and 33 concrete. Of the underbridges, 23 are over rivers and 7 over canals. The longest bridge comprises two spans over the River Lea in East London, totalling 196' 3"o The longest single span of l60ft carries the Metropolitan Line at an acute angle over the Rickmansworth Road, Northwood, The oldest bridges still in use are on the Epping/Ongar section of the Central Line, having been built in I865. A number of the . -:i earliest reinforced concrete bridges were built to the designs of the famous French engineers Hennebique and Coignet, the earliest (I9I2) at Kings Cross being to the design of Coignet. Brick built viaducts, of which there are a considerable number, are not included in the count of bridges. The longest of these is from Shepherds Bush to Wood Lane and consists of 50 arches of 28ft each. Building or Rebuilding of Bridges Bridges are built or rebuilt when:- 1) A new bridge is required, for example, when a line is being extended. 2) It is required to widen the roadway. 3) The bridge is 'time expired', that is, it is an old bridge, which it can be forseen will require a lot of expensive maintenance in the future. It may be fortuitous that at times, 2) and 3) occur together, and the highway authority will then make a financial contribution to the cost of reconstruction. Replacing Old Bridges Bridges are at present being renewed at the rate of four per year. This figure is of course, variable within limits set by the availability of design staff, and the ever present financial stringency applicable at that time. The low rate of renewal is due, in part, to the high proportion of brick arches, \irhich seem to go on for ever. The reasons for the replacement of metal bridges are, in the main, corrosion and/or the fatigue of the metal, and subsidence or movement of the abutments, in the worst cases, all three occurring simultaneously. London Transport, in common with British Railways and other bridge owning authorities, are increasingly disturbed by the frequency with which their bridges are being struck by high vehicles. At best 560 this requirsa an emergency inspection to determine whether the bridge may still be used and carry its normal loading. At worst, the entire bridge may be displaced, causing a deformation of the railway tracks. In one recent case (not on London Transport), this was the cause of a derailment in which seven persons were injtired. Bridges must sometimes be replaced because, although still in good condition, their carrying capacity is insufficient to provide an adequate margin of safety when loaded by present day traffic. Inspection The Executive's bridges are fully inspected every three years, the work being carried out at night, during non-traffic hours of two to four hours duration. Metal bridges are painted every eight years, again mainly at night, with the resultant high cost. Repaii's and Maintenance Follovring the tSsree year inspection, it may be found that a bridge requires extensive repairs, beyond the scope of the usual run of maintenance. The cost of these repairs may well exceed that of renewal and, of course, the repaired bridge will not have the anticipated life-span of a new bridge. It may not be possible to bring forward the reconstruction of such a bridge in the renewal programme, and consideration must then be given to carrying out strengthening or less extensive repairs - a ten year job, as it is knoim. The prime consideration is always the safety of the travelling public, and in this respect, London Transport's Bridge Department has an enviable record, achieved at an economic cost.
LETTERS TO THE EDITOR
Sir, Following on from the Watford line article in UN I95 where it was stated that the signalling was similar to that installed between Bromley and Upminster, the following may be of interest. In fact the signalling between Campbell Road and Barking was of the TWO aspect coloured light variety, using stop signals and repeaters. From Barking East to Upminster West, multiple aspect signalling when that line was four-tracked in the early 1930's. These signals did bear some similarity to those on the Watford line, but they were capable of showing four aspects, and repeaters were not provided. The aspects shown on the Upmiuster line were red (with a red marker light), yellow, double yellow and green, each indication having the customary meaning. Each aspect was given by the single lens searchlight head apart from the second yellow light which had its own lamp unit. All of these signals were fitted with trainstops. As on the Watford line, a train detained at an automatic signal would be •called on' after one minute, by the extinguishing of the marker light
561 and its replacemGnt by a small yellow calling on light; in these circumstances the tiainstop would be lowered. In the case of semi-automatic and controlled signals (a distinction being dravm between the tvro) , no calling on light was provided. To cater for the situation where a train was required to pass such a signal at danger, it was possible for the signalman to illuminate a subsidiary aspect upon which was superimposed the letter 'P', for proceed. This aspect was automatically cancelled after two minutes. It authorised the driver of a train to pass the signal and proceed as far as the line was clear at great caution. The trainstop was not lowered under the authority of the PROCEED sign, and so the train would be tripped when the signal v;as passed. The marker light was extinguished when the 'P' sign was illuminated. The 'P' signs were abolished in 1950. Readers may note that the scissors crossover shown on the plan in the original article at the entrance to Stonebridge Park depot is operated under the control of L.M.R. signalling, from Willesden Junction cabin. Another point not mentioned is that the driver of a train finding himself in the exceptional position of being detained at a REPEATER signal showing a RED aspect is obliged to wait one minute and then proceed cautiously. No calling on light or trainstop being provided* Yours sincerely, M.A.C.Horne London, IW 6^
Sir, The flurry of argument several months ago regarding the pros and cons of renaming the Fleet Line the Jubilee Line, leads me to wonder whether these line names are really desirable at all in present conditions. It is of course common practice in every type of business, when mergers take place, to retain the former business name for the sake of goodwill, and to give an assurance of continuity for the benefit of old customers, but vrhen the amalgamated business has settled down and the individual character of the acquired firm has faded away, the old name is dropped, even as a sub-title. Thus, when the various amalgamations took place to produce first the Underground combine, and finally London Transport, the Group and then the Board were only following business custome when they continued to identify the constituent lines by individual names, especially when the lines differed more markedly from one another than they do now. It should be remembered that at that time also most of the customers were Londoners, so the argument for keeping the old names for the sake of goodwill applied with full force» Nowadays however, when so many of the customers are tourists, the 'line' name system can be positively confusing, especially as the nomenclature follows no logical pattern. Names such as 'District' and 'Metropolitan' mean nothing to a visitor, and 'Central' and 'Northern' not much more (the 'Northern' penetrating further south than any other Underground line ! ) • Furthermore, the East London and the Hammersmith & City seem to have a
562 sort of c
I was appalled to read NF2052 in UN I99 which reported on the prohibition of smoking in Tyne & Wear and concluded with the words 'Come on L.T., what about it ?' Our magazine is NOT for the promotion of sectional interests and particularly those which would add to the number of restrictions with which we now live. Whoever wrote NF2052 should consider his reaction to the suggestion that smoking must be made compulsory for everyone travelling on the Underground. For the record, I DO NOT SMOKE in the Underground, but that is MY OWN CHOICE, I see no reason -while non-smoking cars are available - to impose it on everyone else Yours sincerely, H.Lourdes-Cresswell 19th August 1978, Ealing, W5.
Sir, With reference to the comment in UNI99 (NF2052), I agree whole• heartedly with it, in that all smoking should be banned in public transport. One only has to be unfortunate to travel in a 'smoking' 563 car to appreciate how offensive the habit, is, not only the smell but the amount of litter it creates in comparison to a 'non-smoking' car. A glance at the interior roof of a 'smoking' car reveals how much polution is created, especially on cars that are near due for overhaul; the once white paint is very yellow. Yours sincerely, R.B.Jameso 21st August 1978, Epping, Essex.
ROLLING STOCK ALTERATIONS JULY 1978
1938 Tube Stock From Upminster to Neasden (ex. Sand Drag tests) 10228-012332-12125-11228+10166-012252-12020-11166 13th 1972 Mk,II Tube Stock From Golders Green to Neasden 3247-4247-4347-3347+3455-4555-3555 28th 1973 Tube Stock From Ruislip to Northfields 100-500-300 {-301-501-101 7th 890-690-891+453-653-253 25th CO/CP Stock From Northfields to Ealing Common (condemned) - 53007-013066-54007+53205-54268 27th From Ealing Common to Ruislip (condemned) 53002-54204+53032-54048 6th 53225-013271-54225 13th 53023-Ol4o68-54023 2lst 53214-54236+53019-54019 27th C77 Stock From Metro-Cammell to Ruislip 5730-6730+6731-5731 4th 5732-6732 I4th Entered Service Hammersmith & City/District Line 5722-6722+6723-5723 5th 5727-6727 15th
564 Miscellaneous Movements 3908-4929-3909 White City to Acton 3rd 111-311-311 Acton to Northfields after repair 4th L152-9533~L153 Acton to Ruislip after repair 12th L29-F35Z~ From Lillie Bridge & Ealing Common respectively for repair and overhaul 13th L5Z Acton to Lillie Bridge after repair 13th Acton to Neasden after repair 20th LI28-509I-LI29 July 1978 Units Reformed, From To 5090-60Q0-609l-.'>17l 5090-6090-6091-5091 5091 ex, repair 5171 Spare car 10277-012384-11277 10277-012384-11325 10136-012224-12003-11136 10325-012224-12003-11136 10325 10136 Spare cars Spare cars 11325 11277 Units to Acton for Overhaul Central 1660-2660-9661-1661 5th Bakerloo 10162-012367-12139-11162 10th District 53056-013164-54197 12th Central 1676-2676-9677-1677 12th District 21100-23300-23400 18th Central 1636-2636-9637-1637 20th Victoria 3064-4o64-4i64-3i64 23rd Units from Acton after Overhaul District 22634-23549 4th District 53249-013272-54256 5th Central l402-2402-9403-l403 5th 1598-2598-9599-1599 5th ex. flooded cars Bakerloo 10242-012369-12116-11242 10th Central 1748-2748-9749-1749 12th District 21102-23302-23402 18th Central l404-2404-9405-l405 20th Victoria 3010-4010-4110-3110 23rd Metropolitan 5210-6210-6211-5211 25th Northern 1094-2094-1095 27th District 22671-23565 27th District 53057-013187-54257 28th Bakerloo IOIC6-OI2169-I2094-III06 28th (1st additional E.H.O.) New Service Vehicles, July 1978 Ballast Motor Cars LI50/I (Weed Killer Cars) -ex. 1938 Tube Stock DM cars 10327/11327. ADD TO MAY'S STOCK ALTERATIONS IN UN I96, page 4s4. Reformed CO/CP Stock:- From 53238-54027 To 53238-013058-54027 From 53032-013058-54048 To 53032-54o48
565 NEV7SFLASHES
NF 2060 There have been two versions of the London Transport Collection leaflet this year. That dated I/78 is single-fold and measures 12cm X21.75cm. That dated 3/78 has two folds and measures 9.5cm X21cm when folded. On the new leaflet the same vehicles are shown, but the buses on the front cover have been trimmed; on the other hand more of 'John Hampden' is shown. The wording is unaltered except for the addition of 'There are many historic posters as well as tickets and badges', and a reproduction of the John Hassall poster 'No Need to ask a P'liceman' is added to the illustrations. A new wall poster entitled 'Come and Collect' has also appeared recently at stations. NF 2061 The Price Commission's report 'London Transport Executive - Increases in Passenger Fares' (£l,60) was published on 25th July. It criticised the decline in quality of bus services and disproportionate increases in season ticket rates compared with ordinary fares. It forecast that L.T. was heading for losses of £30-4o million in the 1980's unless productivity improved. NF 2062 Sudbury Town is one of four L.T, stations that were listed by the Government in 1970 as buildings of special architectural and historic interest. This meant that the stations could not be demolished or materially altered without the special consent of the Ministry concerned. In practice the effect is that if any replacement reinforced concrete items (such as fence sections) are needed, they have to have a weathered finish. This is done by scraping the fine surface away just before it dries, to reveal the aggregate below. NF 2063 On Sunday 9th July, engineering work on both Piccadilly Line tracks between Chiswick Park and Stamford Brook, required all trains to be diverted over the District Line tracks between Acton Town and Hammersmith until about 2115T working in with the normal Sunday District Line service. Slight adjustments were made to the westbound Ealing service, in that it ran 2^ minutes later than normal from Barons Court. In consequence, all trains to and from Heathrow had to use the local (outer) tracks as far as Northfields. The westbound indicators were also of interest. At Hammersmith there is no 'Heathrow' display, and 'Hounslow' still illuminates for such trains. At Tm^nham Green, the indicator has a different display on each side; Heathrow Central facing west, and Hatton Cross facing east. NF 2064 Battery Locomotive L3I (1964 Ketro-Cammell) caught fire in Ruislip depot at about midday on 25th July, 1978. Four L.F.B, appliances attended. Although not a write-off, the 'A' end of the locomotive is badly damaged, NF 2065 Eight-car A stock trains were scheduled on Saturdays from 29th July, 1978 until further notice. Although 4-car trains were scheduled for Saturdays from 20th May 1978, this happened on very few occasions only, because of special events at Wembley. NF 2066 On the destination blind of 1959 stock DM car 1208, one of the blank black spaces has had 'Ruislip* chalked on it. The car was seen at that station with the display on 27.7.78. NF 2067 The expected level of train services on the Bakerloo Line when it is segregated from the Jubilee Line has been announced by L.T. The frequencies are scheduled to be (in minutes) Monday-Friday: Elephant & Queens Park 32"^ (2-^ peaks, 5 evening). Saturdays: Elephant & Queens Park 3^-4 (5 before 1000 and evening). Sundays: Elephant & Queens Park 5 (7f before lOOO). It is also stated that 'some trains will be extended northwards to Stonebridge Park and Watford Junction' but details of these have not yet been released. The intervals to be operated on the Jubilee Line are, Monday-Friday: Charing Cross-West Hampstead 34—4 (2^ peak, 5 evening). West Hampstead'^Willesden Green 34-4 (3 peak, 7^ evening). Willesden Green-XiTembley Park 7i (32-^ peak), Wembley Park-Stanmore 71 (3i-4 peak, 15 evening). Saturday: Charing Cross-West Hampstead 3-2-4 (5 before 1000 and evening). West Hampstead-Wembley Park 72^. Wembley Park-Stanmore 15. Sundays: Charing Cross- West Hampstead 5 (7-2" before lOOO). West Hampstead-Wembley Park 72". Wembley Park-Stanmore I5. NF 2068 With reference to NF2033, the fitting of permanent station nameplates to Northwick Park had been completed by the end of July. NF 2069 1959 stock DM 1241 on the Northern Line has had one of its longitudinal seats replaced so that an armrest is now against the draught screen adjacent to 'A' door. NF 2070 The 'Daily Mail' of Tuesday 8.8.78 reports that L.Ts attempt to help disabled and elderly persons by encoxiraging others to give up the specially designated seats, has in the main failed. This was stated by the 'Help the Aged' charity director Mr. Hugh Faulkner. NF 2071 A62 DM car 5225 has near to 'J' door, a 'shaped' seat back with red trim, of the type first used on A stock when they were new at the position where 3 passengers can sit. NF'^2072 Drilled holes in cab doors of Piccadilly Line 1959 stock was very coirjnon when the stock was operating on that line. They have now started to appear in the cab doors (between the cab and passenger saloon) of 1973 stock DMs. NF 2073 Further to the article in UN200 on page 556 regarding Metropolitan diversions, after UN200 went to press, the workings on the second Sunday was until 1200 only, and not all day as stated.
567 NF- 2074 Piccadilly Line I962 stock 3-car unit I750/I has got unofficial Holborn and Aldwych on its destination blinds, 1750 has 'Holborn' whilst 1751 has 'Aldwych' both on the white part next to 'Hatton Cross' written in felt pen. This gives the correct destination only at the rear of the train NF 2075 An additional station closed on Late Summer Bank Holiday Monday this year was Ladbroke Grove, because of the Netting Hill Carnival, NF 2076 Recent alterations at South Kensington District Line station at platform level have included the removal of the hoardings next to the westbound track. Apart from the canopy and pillars there is no trace of the old bay platform^ The disused eastbound platform has had its canopy and supporting pillars removed, but the platform has been resurfaced, NF 2077 The 15 m.p,ho algnaiiinff Lat Kilburn on the northbound Metropolitan and Bakerloo lines was removed fromothe start of traffic on Monday 14,8,73 and Sunday 13.8,78 respectively. The additional signals A628I and A63OI on the Metropolitan line remain working normally. Inner home signal A524C on the Bakerloo line has not yet been recommissioned, but the signal post is at present being erected. The 15 m.p.h, signs were removed, during the day on 17.8,78 and were replaced by a temporary 40 m.p.h. restriction, applicable to both lines NF 2078 A notice observed at Gunnersbury station recently states to take 'a red or silver train for eastbound District Line stations and a "GREEN" train for stations to Broad Street' I NF 2079 The westernmost train indicator on the westbound Piccadilly Line platform at Hammersmith (facing east) describes Northfields as 'Northfield' NF 2080 1972 I-OcII stock middle position DM 3358 was seen in service at Queens Park recently still with its Northern Line blinds, showing Golders Green via Bank. The middle blinds are usually removed before transfer. NF 2081 Bakerloo Line I938 stock units 10164 and IO3I8 have been fitted with experimental brake blocks and entered service on Monday 7,8.78. The train eventually worked to Watford in the evening peak as train l64, NF 2082 C69 stock DM car, the first to be overhauled, has lost its black roof in favovir of unpainted, with silver painted domes. It bears the overhaul date of 7/78. Trailer 6524 has yet to be so treated.
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