U THE JOURNAL QF

THE LONDON UNDERGROUND RAILWAY SOCIETY

N Issue No 117 Volume 10 No 9 September 197 1 D VICTORIA LINE - BRIXTON EXTENS ION

E As reported br i efly in the last issue, t he new

Brixton Extens i on of t he Victo r ia Line comme nced public servi ce at 15 . 00 on Fri day , 23r d July 197 1, afte r an of f ic i al Opening Ceremony by HRH Prince s s

R Alexandr a , who unve i led a commemorative pl aq ue in t he Booking Hal l at Brixton , t hen trave l led on t he line as far as Pi ml ico , r e t ur ning t hence to Brixton .

The ext ens i on i s ~ miles in l ength , and wil l

G e-.JeLtually ext end Victo r ia Line services t o four mor e s t at i ons , al though one of t hese wi l l not open unt~l la~ e in 197 2. Proceeding s out h f r om Vict ori a t he s t at i ons ar e Fi mlico (not yet open), Vauxhall,

R St ockwe l l , and the te r minus at Brixton. Piml ico , Vauxhal l aad Brixt on are s tations new t o the lTnderground, b~t at Stockwell t he Northern Line s t at ion h as c een r e-c,uilt a..""ld enl arged , with an addit ional e sc alat or

o installed and the pr O-vision of same-le'Jel interchCU'lge be tween t he lines i~ both dire ct ions .

At Vauxhall t he conro8t ed Greater London COl""lcil

U public subways ar e not ye t compl eted a~d it has been necessar y t o erect a tempor ary wo oden st a ircase in f r ont of t he Sout he r n Region stati on t o provide f or the LT- BR i nt erchar.ge tmti l comple t ion of t he r amp ,

N being const ruct ed a.."'1d expect ed t o be f ini shed by the end of t he year . At Brixton t he connecti on with t he other side of the r oad f or pede st r ians i s a l so t o be pr ovi ded by the l ocal author i ty, not LT, but t hi s

D is not ye t star ted as i t will be part of an ext ensive r edevelopment in t he i mmed i at e are a of t he stat i on - and wi ll be i n the form of an over -bridge wi t h e s calat ors .

: 29

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130

South London.passengers will be able to save a considerable amount of time by using the new extension as the journey time from Brixton to Victoria is only 8 minutes, to Oxford Circus is 1~ minutes, Euston 16 minutes and King's Cross 18. The interchange at Stockwell will also help to cut the time for a number of journeys, many of them taking only half or two-thirds the time previously required.·

Naturally the extension is as fully automated as the rest of the Victoria Line, the trains being the same as those in use on the rest of the line since that was opened, and the stations all being fitted with Automatic Fare Collection

equipment. The power supply for the extension comes from LT's power station at Lots Road and the link with Greenwich, to a switch-house at Stockwell, where it is transformed from 22kV to 11kV and then fed to the new sub-station at Brixton ~~d the enlarged one at Stockwell, at which it is transformed down and rectified to 630V, DC i for feeding to the track. Supplies for lighting, escalators, fans, pumps etc are provided through rul 11kV distribution system to step-down transformers at stations. The extension is cOIDlected with the main electrical control room at Manor House, from which the sub-stations cal1he operated by remote control.

The stations are all designed in the fairly simple style of the earlier Victoria Line stations, and continue the idea of a decorative motif in tiles on every station platform. These are illustrated in this issue, and are intended to represent the following:

Pimlico - an abstract composition drawing attention to the nearby Tate Galleryo

Vauxhall - all impression of wrought ironwork recalling the Vauxhall Pleasure Gardens of long ago.

Stockwell - a highly stylised SWall, tIl recogtlition of the well-known public house a'bove"

Brixton - a visual pun representing .aton of bricks.

The Booking Hall at Brixton, although fairly small, is lil,erally supplied with shops and stalls ranged along each side of a moderately long and narrow hall. Pimlico, which was added to the originally planned stations at a later date, and at the request of the local authorities, is complete at station level, but when inspected on Tue sday 20th July the escalator shaft was just being prepared to receive them.

ROYAL TRAINS Oli The Opening Cer

Royal traj modern stock nc he adcode • Onl warrants the oJ: recent years, 0 extension to Br

As is usua new timetable c to allow full s through to Brix of at Victoria, special timetab of.ficial openin 23 ,July, a..'1d ~h July.

The main f, ,I at Victoria unt Down in the new was taking placl to the ordinary{

Three eigh'I shown. Numberl

oonveying the R( and l:::'ctween Pim: had each car nUl assist guests i1 During the cerer Line sym1l:::1 on ; importrult role : oarried refreshii stations. The~ the train stood. guests as far ali Elaborate securj to isolate the :r

_ ...._---------------- ----....--.~--..--------------

-

131

lsiderable ROYAL TRAINS ON THE UNDERGROUNDIy time The Opening Ceremony of the Brixton Extension!ircus is ~he

, for two-thirds

the rest se in . the iion from mwich, ~d from rixton rlsformed ack.

iown i with which

Le style :le idea orm. to

ion

alling

on of

oks.

ll, is each which Ir date, te at . the m.

Royal trains are such a rare occurenoe on the Underground that modern stock no longer has provision for displ~ing the four lamp headcode. Only the opening of a new line or section sometimes warrants the operation of such special trains as in the case, in recent years, of the completion of the Viotoria Line, and its extension to Brixton in July.

As is usual practice before the opening of a new section, the new timetable came into force some time before the public opening, to allow full scale trial running. In this case, trains ran through to Brixton from Mond~ 12 July and reversed there instead of at Victoria, running empty, of course, over the new line. A special timetable, however, was in operation on the d~ of the official opening by Her Royal Highness Princess Alexandra, Friday 23 .July, alld "!;he rehearsa.l for it held on the previous Monday, 19 July.

The main feature of this timetable was that all trains reversed at Victoria until 15.00, when the new line was opened to the Public. Down in the new tube meanwhile, an entirely separate set of events was taking place, to its own pre-arranged timetable, and unknown to the ordinary traveller on the Underground at the time.

Three eight oar trains were involved, working to the timetable showy,. Numbers 411 and 412 were the Royal Trains themselves~ conveying the Royal Party and Guests 1Jei;,tleen Brixton a.'1d Pimlioo and between Pimlic0 ani Brixton respectively. These two trains had each car numbered individ.ually t 1 to 8 from north to south to assist guests in finding the car to which they had been allocated. During the ceremony, the leading cars also carr'ied a Victoria Line symbcl on the front. The third train, number 444, played all importallt role in the proceedingso On its southbound journey it carried refreshment boxes for the staff o:n duty at the four new stations. These were unloaded on its journey to Brixton where the train stood 'spare I • Later it ran as a special train for guests as far as Victoria, then passenger to Seven Sisters. Elaborate security precautions were taken at access points to isolate the new section from the outside world.

---------'--------------------------------------------~~

i

132

The opening ceremony itself took place, naturally, at Brixton. Vehioles usedGuests were ready in the ticket hall by 11.00. The Royal Party July were:arrlved at 11.15 and Her Royal Highness Princess Alexandra, after various presentations at street level and in the ticket hall Train from Bri declared the line open from a dais at the foot of the entrance 3168, 3069, 41 stairs, and pressed a button to start escalators (downwards). Train from Pim While Her Royal Highness was inspecting the ticket office, guests 3010, 3171, 41'made their WCf3 to train 411, waiting in the northbound p1atf9:r1A.

Time 11.40. After negotiating the AFC equipment and the escalator, Train from Bri:

a further ceremony took place at the leading cab of the train, (leading), 4071

after which Her Royal Highness started the train for Pimlico. It At least jstopped momentarily at Stockwell and Vauxhall, but the doors were to Lambeth ToW]not opened"

The numbelAt Pimlico, further presentations took place involving the at present, buistaff, and the Royal Party then crossed from one platform to the All the bUses ~ other and boarded the rear car (No.1) of waiting train 412. The due to enter sereturn journey to Brixton was similar to the northbound one, the train ~t,")pping momentarily at each stationo . TIMErABLE OF SF

Back at Brixton, the Royal Party inspected the station operations I Train No. room while the Mayor of Lambeth's Party (which has also travelled ~ Notes in car No.1) made itswB3 out of the station and then by car to r the Town Hall. Northumberland

In the ticket hall again, the final ceremony took place at (. Seven Sisters which Princess Alexandra was invited to unveil a commemorative Kings Cross • plaque in the wall and was presented with a book by the Chairman Victoria •••• of London Transport. The Royal Party then left, at about 12.30, Pimlioo .~ •• for llrnch at Lambeth Town Hall, immediately followed by the guests Brixton •••• who travelled in five 'DMSi type buses.

After lunch, certain of the guests returned to Brixton station To form

and then travelled north by the special train. Note li. Trai:

Some variations from the final programme took place at the on duty and on rehearsal; the main one being that the imitation guests were taken 12 50 shunt fro) to Lambeth Town Hall by special buses but werere'turnedtoBrixton path as shown bE station immediately, where refreshments consisting of sandwiches and wine were served on the platforms.

For the record, the fleet numbers of the vehicles used are

given, where these are known.

133

" at Erixton. :oyal Party IXldra, after It hall entrance lwards). rice, guests i platf9rmthe escalator,

he train, Pimlico. It e doors were

'olving the ,form to the ,in 412. The Illd one, the

Itation operations .so travelled m by car to

)k place at nemorative ~he Chairman about 12.30, by the guests

Brixton station

lace at the uests were taken ned to Brixton f sandwiches

98 used are

Vehicles used in Erixton Extension opening rehearsal, Monday 19

July were:

Train from Erixton to Pimlico. 3068 (leading), 4068, 4168,

3168, 3069, 4169, 3169.

Train from Pimlico to Erixton. 3170 (leading), 4170, 4070,

3070, 3171, 4171, 4071, 3071.

Train from Erixton to Victoria and S.even Sisters.. 3078

(leading), 4078, 4178, 3178, 3079, 4079, 4179, 3179.

At least four buses were used to take guests from Erixton

to Lambeth Town Hall and back, including DMS 29, 119 and 121.

The numbers of the trains used for the opening are not known

at present, but the buses were DMS 120, 121, 122, 123 and 124.

All the buses were from nearby Brixton bus garage, where they were

due to enter service on route 50 on 24 July.

TIMErABLE OF SPEC IAL TRAINS, 23 July 1971. Train No. 411 444 412 412

Notes Ety Ety Ety Royal

AA S~cial

Northumberland Pk Depot •• 09 26 09 30 10 39

Seven Sisters ·... ·... 093st 09 3% 10 49

Kings Cross • • ••• ·... 0944t 09 49 10 59

Victoria ·... ·... 0953i 09 57 11 07• •• CJ Pimlioo ·... .... I I 11 oat 12 01• I» •• Erixton ·... ·... ·... 10 01 10 0# 12 07

to 22 sdg Efm 2~ To form 11 50 AA 12 01 13 30

Note AA. Train 444 conveys Luncheon Eoxes from depot for staff

on duty wld on arrival at Erixton will stand spare, and then at

12 50 shunt from siding to platform, form 14 00 or later alternative

path as shown below.

--------~~------------------------------------------

1.34 in the 1Train No. 411 411 412 444 444 444 by the 1Notes Royal Ety Ety BB BB BB prefersS12ecial This rejBrirlon ·... ·... 11 50 13 30 14 00 14 10 14 20 attractiPimlico • ••• ·... 11 56 12 06 althoughVictoria • ••• .... 12 09 13 3~ 14 O~ 14 1~ 14 28t the atheKings Cross " ·... 12 17~ 13 47 14 17 14 27 14 37

• understoSeven Sisters • e _ 12 27 13 57 14 27 14 37 14 41 a terminNorthumberland Pk Dt. 12 37 14 07 14 37 14 47 14 57 for the

Note BBo Train 444 will run Special from Brixton to Victoria, then not know passenger in one of the three alternative paths shown.

Var

must not

ANY MORE VICTORIA LINE? Party's:

Stookwel.The opening of -the Brixton Extension naturally turns one's mind to Strea'to the possibility of further extensions to the line in the future, ar.~ plans ha

135

444 444 BB BB

'T4'10 1420

14 1~ 14 2~r 14 27 14 37 14 37 14 47 14 47 14 57

o Victoria, then n.

turns one's mind in the future, and

be - having

the opening 'avel facilities 'ned about the 'park-and-ride l necessary len provided before )mprehens i ve provide the

3pended a~imation lt Plan is in

the multi-sto1.'e.y 9xpeoted to be JeB not want room for

)ll as far as Crystal and would have

1e Transport

in the Low Level station here. This plan was also supported by the Lambeth Council, but was killed by Lord Eccles who prefers spending money on the more classical type of museum. This rejection of the museum scheme obviously reduced the attraction of a Crystal Palace extension from ur's point of view, although there would still be considerable traffic generated by the other leisure facilities in the Palace park. But it is understood that, museum or not t London Transport. did not favour a terminus at Crystal Palace, conSidering it to be unsuitable for the purpose - although the reasons for this conclusion are not known.

Various other termini have been suggested, and, of course, it must not be forgotten that the original Route C of the 1949 Working Party's report was to run on from Victoria through Vauxhall, Stockwell and Brixton (as does the newly-opened Line) and then on to Streatham and to a terminus at East Croydon. By 1954, howev~r, plans had changed again; on 11th February, a then member of the London Transport Executive, Mr. L.C. Hawkins, read a paper in which he stated that the proposed Route C would run from Victoria to Fulham Broadway, where it would join the District's Wimbledon Line. But by the time Parliamentary powers were sought for the extension in the 1965/66 session, Brixton had become the selected terminus, and so it has proved to be.

It would seem unlikely that any further lengthening of the line would go very far out, as the present policy seems to be to keep lines fairly short, the reason being given that time-keeping is difficult on lengthy journeys with many stops. And, of course, it must be remembered that statutory powers have already been obtained for a number of other lines; the Heathrow extension of the Piccadilly Line (already commenced), the first stage of the Fleet Line, extension on the Aldwych branch of the Piccadilly Line to Waterloo, are all cases in point. Money for all these has to be found, and the work carried out, which will take a lot of time as well as cash; then the planned southern end of the Fleet Line would join the queue presumably. It will thus be seen that any further extension of the Victoria Line would be likely to have a low priority at present - but it must not be forgotten that as time goes on the pattern of travel might well have changed, and this will, if it takes place, alter priorities.

1

138 REVIEWS Booklets

Books Enfield J IndustriiH.P.White; A Regional History of the Railways of Great Britain; Monument:Volume III: Greater London; Second Edition; 228 + xii pp + Society]frontispiece and 43 plates, with 18 text illustrations and for note:folding map; Newton Abbott, 1971; David and Charles; £2-50. obtainab:

This book was probably the best general history of London!s price 50:railways when it was first published in 1963, and this new edition,

Thi:which brings the story up to date, will help to preserve its the Enfi~position. is a val

There is certainly no city in Great Britain with anything like various the railway system of London, and the author achieves considerable Obviousl; success in giving as clear a picture of developments as is possible thoroughwith such a complicated subject. The illustrations are interesting to the i: and adequately reproduced, the plates being on art paper, and the

Wh;maps and diagrams are good - although some are reproduced on too small a scale to be studied in comfort without a magnifying glass. lines in There are useful lists of original and secondary source material, history· while this edition is supplied with a most attractive dust cover - are good a great improvement on that of the first edition. Recommended forms th whether the first edition is owned or not. page SiZ4

SoheduleMembers of the Fulham History Society; A History of Fulham to borough'1965; edited by P.D.Whitting; London, 1970. Fulham History Society! £1-50. 330 pp + inset map and 16 illustrations, To Btn x ~n, in limp covers with illustrated dust jacket. in which

Industri Definitely not a railway book, but it does, of course, include valuable

information on the railways of the area - although they are dealt Televisiwith in a rather more sketchy fashion than could be desired.

This does not detract from the value of the work as a general BBG Come history, however and it is excellent value for the price charged.

ThiThe area covered is the old Metropolitan Borough of Fulham - which became merged in the London Borough of Hammersmith in 1965 - and as 'rhe B

substituthe period goes right back to the earliest recorded history of the district. A very good book indeed if one is interested in pity in the subject, giving very great detail on many aspects of Fulham's was cone past, including industries of the area - which makes it rather themselv surprising that the railways are not more adequately covered. Typicall

that it

139

::treat :Britain; 8 + xii pp + ions and arIes; £2-50.

ry of London I s this new edition, eserve its

ith anything like ves considerable ts as is possible ns are interesting paper, and the

roduced on too agnifying glass. ource material, ive dust cover

Recommended

of Fulham to lham History trations, :)ket.

f course, include they are dealt

~ desired. 3 a general price charged.

~ Fulham - which in 1965 - and

L history of Lnterested in :ts of Fulham' s IS it rather .y covered.

:Booklets

Enfield Archaeological 90ciety Industrial Archaeology Group; Industrial Archaeology in Enfield - A Survey of Industrial Monuments in the London :Borough of Enfield; Enfield Archaeological Society Research Report No 2; London, 1971, V111 + 46 pp + 10 pp for notes, in card covers, 15 photographs, drawings and maps; cbtainable from A.H.Hall, 23 Uvedale Road. Enfield, Middlesex; price 50p, plus 5p postage extra.

This survey, compiled by the Industrial Archaeology Group of the Enfield Archaeology Society - a team comprising 13 members is a valuable small work giving much useful information on the various industrial relics in the London Borough of Enfield. Obviously well researched and, where sites are being dealt with, thoroughly surveyed, it serves as an excellent introduction to the industrial history of this part of the Lea Valleyo

While clearly not a railwalf book, a short chapter on the lines in the borough is included, and this gives the railwalf history of Enfield in a very concise manner. The illustrations are good, a map marking the sites covered and the railwalf lines forms the centre spread and is quite adequate in view of the page size - Bt" x 9s-"" There is a Select Bibliography and a Schedule of Sources, while a note lists the libraries in the borough which contain detailed lists of sources.

To anyone i:r..terested i);1 the social and industrial climate in which railw-ays f'unct and of course to the devotees of Industrial Archaeology, this will prove 8...'1 interesting and valuable small addition to the 'bookshelf.

Television

B:BG Comedy Plalfhm.lse; Under and crJ"er; starring The Bachelors 0

This plalf, first occasion upon which the gro up knmvYl as The Bachelors have featured as actors, was put on as a substitute programme without advance publicity - which was a pity in some walfs, as it merited advance notice. The story was concerned with the escapades of three Irish navvies who form themselves into a company to work on the Victoria Line. Typically stage Irish, but ver,y funny in parts; it is understood that it malf form the pattern for a TV series.

140

I

completLErTERS TO THE EDrrOR trailer

July 26, 1971 lists (; Dear Sir, On

CO STOCK ON THE DISTRICT one fol originaReferring to Mr. J. Graeme Bruce's letter, published in the Motors,May edition of UndergrounD, regarding the alleged con~usion sets, a:over the transfer of CO stock to the District, I find that 1965, 0:cannot quite follow his remarks regarding the revised

intention. On war damInitially, it is stated on page 138 of his very admirable cars we:book, "Steam to Silver", that, to avoid placing these cars on the varthe extreme ends of 8 car formations, they would be placed, the Dis'reading West to East, in positions 3, 6 and 7, presumably

with the cars facing as now. However, Mr. Bruce has further Pe stated that the cars will be formed into 3 car sets and turned. assumpt

Mr BruolThis question of turning the cars has, I presume, become paramoun-t in that the reformed 3 car sets m~ fall into suitable number blocks, which could not be possible otherwise, i.e.,

54 Baee WEST CP 531xx Bletchl,

COP T Bucking: INNER CO 530xx INNER CO 540xx

COP T EAST CP 541 xx Sir,

This pract ice, if the above is the case, compare s with Northern/Bakerloo 1938 Tube formation blocking.

It Can the above be confirmed, and also, the reason why CO Scheme r

cars will not now be utilised in position 7 (Inner~ two car) line to which, to me seems pointless, the Guards position being inoperat~ve. revised

these Ii'Q38 DISTRICT STOCK ALLOCATIONS (or sta

Referring once again to 'Steam to Silver', page 133-4, reference in sma! is made to 13 Q38 cars being released to reform displaced OP sets

Fointo three cars. However, on page 138, this matter is again Ticketsmentioned, but the figure quoted is 12. fare in

MY own research into the history of O/p/Q stock would being i indicate that the former figure is the correct one, as on on Lond

167 Cor Ruislip

141

, 1971

3d in the sion b.at

nirable 3.I'S on 3ed, Ly lI'ther turned.

jecome suitable

.e. ,

,ith

lY CO car) inoperat i 'Ie.

.-4, reference ,d CP sets again

Id n

completion of this transfer there was a balance of 18 Q38 trailers ,remaining on the District, borne out by the stock lists of the 1965 edition of the Ian Allan ABC booklet.

One point that has arisen with this stock is, that, if one follows through the history of the 183 Q38 trailers originally built, one finds that 132 were converted to R38 Motors,17 were converted to COP to strengthen Circle Line sets, and the 13 cars converted as above, leave, a. balance at' ,. 1965, of 21 cars.

One of the cars, 013167, was cannibalised to make good war damage to CP Motor 14233, but where the other two outstanding cars went, is a mystery, there being no reference whatever in the various books available. As stated, there were only 18 on the District in 1965.

Perhaps you could assist me on this matter, and, if my assumption is correct, perhaps it would be possible to obtain Mr Bruce's confirmation.

Yours faithfully,

54 Baccara Grove, G.E.Midgley

Bletchley,

Buckinghamshire ..

12 May 1971

Sir,

London Transport Scheme Tickets

It would appear that London Transport have abolished Scheme Tickets. These were last issued from the East London line to stations on the Southern Region but when fares were revised from 28 March 1971 new t were supplied and these were printed horizontally with the destination station (or stations) prominently shown, the issuing station and fare in smaller type. .

For the benefit of younger Members I may add that Scheme Tickets were printed vertically with the issuing station and fare in large type, top and 'bottom of the ticket, the destinations being in smaller type. At one ti~e they were the normal issue on London Transport locally as well as for many through bookings.

H.V.Borley161 Cornwall Road, Ruislip, HA4 6AE.

142

THE END OF ' Q I STOCK

It i.s reported that the last train composed of I Q f stock 1049 cars to operate in normal service will run during the evening since rush hour on Frid~ 24 September, departing Wimbledon at 17 07 statiO! and Dagenham East for Ealing Broadw~ at 18 36, arriving 19 50. and 151

the LT RCTS I Q I STOCK TOUR 1050

of Satl:Further details are now available of the Q stock tour advised receivEby a slip sent with the August Journal. The tour ,on Sund~ .1Q2l12 September, is being organised by the London branch of the RCTS Londonto commemorate the w:i.thdrawal of this type of stock, and will by a ne cover all lines still open which have been used by Q stock in will ccservice over the years, with the exception of the Barking the GreUpminster section of the District Lineo The route is as follows: call at

Hammersmith Met (dep 10 30), Baker Street, Aldgate East, public Barking (R), Aldgate East (R), New Cross (R), Shoreditch (R), the pre New Cross Gate (R), Liverpool Street (R), Tower Hill, Earls Court, £475,OC Hounslow West (R), Acton Town (R), Uxbridge (R), Acton Town (R), f.350,OC Ealing Broadw~. From Ealing to Earls Court, High Street (R), 1052 Olympia (R), High Street (R), Richmond (R). Then back to High deliver Street (R), Wimble~on (R), Earls Court, ending at High Street at car. 20 19. (Broad

low-loaA one hour lunch stop is planned at Liverpool Street and 1053about ten minutes will ·be available at most of the main reversing they copoints, because

The fare, payable to RoC "T.S 0 t is £1 including ill

143

NEWS FLASHES

tQf stock ~ evening :J. at 17 07 iling 19 50.

I:: tour advised m Sundqy :J. of the ROTS and will stock in

rking is as follows:

:tte East, i.tch (R), , Earls Court, m Town (R), ltreet (R), :tck to High ~h Street at

tireet and :tin

Lllhstrated 1 ma,y "be had U"k, Stanmore ~ $ LDRS ~ a (;aJ,' se21t out a week

, London Lescribing i, available [5 4NH.

1049 London Midland Region of British Rail have been offering s~nce 28-3-1971 second class return fares between any two stations on the Watford-Euston line at a price of 30p adult and 15p for children. Tickets are not available to or from the LT stations via Queens Park and Warwick Avenue. 1050 Two youths fell on to the track at Barking on the night of Saturday 15-5-1971. One escaped unhurt, the other only received burns to his ankle and mild shock. 1Q21 A new travel survey, partly financed by the Greater London Council is about to commence. It will be conducted by a new company called London Movement Surveys Limited, which will collect and process the data for what is to be known as the Greater London Transportation Survey. Interviewers will call at 80,000 homes and also question a further 300,000 in public places to ascertain the journeys they have made in the preceding twenty-four hours. The survey will cost £475,000, of which London Movement Surveys will receive £350,000. 1052 Southern Region's Isle of Wight service has taken delivery of a further ex-LT tube car to replace a damaged car. The new vehicle was received on 21-3-1971 via Portsmouth (Broad Street) and Fishbourne, whence it was taken on a Pickford low-loader to Ryde St Johns. 1053 Chartered ,"_," ,,~:,l '.,;d students have complained that they could hardly hear themseives think examinations because of Underground construction work going on underneath the examination halL 1054 On Sun,day 4-4-1971 automatic control was brought into ope at the second of Arnos Grove I s two car parks; at the same time the token ticket system came in to replace car park seasons. lQ22 Richard Marsh, 43, former Minister of Transport and Chairman-elect of British Railways Board is reported as sqying at an interview "It is the railways 8.lid tubes which take enough people off the roads to enable motorists to use them". It IS nice to know someone at the top realises thisl 1056 The line between Hornchurch and Dagenham East waS closed for hours on the afternoon of Wednesda¥ 7-7-1971 because of a buckled conductor rail, warped by heat it is said. LT ran a bus shuttle service to replace the trai~s. 1057 The Victoria I,ine, complete with rolling stock, only cost twice as much as the WestcrosE road without its cars; lengths are Victoria Line 17 miles, Westcross Road ~!

144

THE TIMErAELE

Frid§y 10th September 19.00 for 19.15 Workshop in conjunction with Greater London Industrial Archaeology Society, in the Small Hall, Hammersmith Town Hall. For further details, see Insert with this issue. Sunday 12th September "Q" Stock Commemorative Rail Tour arranged by the London Branch of The Railway Correspondence and Travel Society, and starting from Hammersmith (Metropolitan) station at 10.30. For itinerary and details of booking arrangements etc, see note on p.142. Friday 8th October 19.00 for 19.15 at Hammersmith Town Hall; Presidential Address by Charles E.Lee. Our President is too well known as an erudite and entertaining speaker to need ar~ further introduction to members, who we know will welcome the opportunity of hearing another Paper by Mr Lee. Saturd~y 16th October Visit to Northfields Depoto Names, accQmpanied by a first class stamped addressed envelope, to SeE.Jones, 113 WandIe Road, Morden, Surrey. 10.00-17.30 Sunday 17th October Stand at what may -be the very last Open Day or Special Sunday Opening at the Museum of British Transport, Clapham.

THE TAIL LAMP

Readers will be familiar with the h'..l1llo(:::'-)S, mis-spelt &lvertisements appearing on Underground car caras for the Location of Offices Bureau - the work of Paul Jennings and Crawford's advert agency.

It is reported that Olle traveller got a little too familiar with them for comfort. Sitting reading one, he laughed so much that his intentions were taken as strictly dishonourable by a lady sitting opposite and beneath the ~ard - she leaned over ~,J~d slapped his face!

Adapted from The Times 17-3-1971

Lithoed by The Celtic Bureau, 93/94 Chancery Lane, London, W.Co2. and Published by The London Underground Railway Society, 62 Billet Lane, Hornchurch, Essex, RM11 1XA. Copyright.

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