Tube trains under London by J. Graeme Bruce

Description: RailroadTreasures offers the following item: Tube trains under London by J. Graeme Bruce Tube trains under London by J. Graeme Bruce Soft cover Copyright London Transport Board 1968 116 pages List of illustrations City & South London Railway1. Electric locomotive No. 36 built by Crompton in 1900, together with Car No. 30, one of the original 'padded cells' built by Ashbury showing the brake pipe coupling between the locomotive and the train, and the trellis gates on the end platforms attached to the bogies 12. Crompton electric locomotive near the 20-ton hydraulic lift installed to raise the trains from tunnel to the depot at Stockwell. The end view shows the proximity of the collector shoe to the coupler 23. One of the Crompton locomotives with wheels and traction motor removed, showing the gearless arrangement, with the armature an integral part of the axle. One of the original locomotives, No. 8, after reconstruction and fitting with axle- hung traction motor and gear drive 34. Close view of passenger platform and trellis gates 55. Interior view of 'padded cell'; Car No. 30, showing centre bulkhead and high-backed upholstery 66. Interior view of later car, provided with windows, rattan-type seating, and leather hand-straps for standing passengers 8 Waterloo & City Railway7. Interior of trailer car built by Jackson & Sharp 108. Interior of motor car showing raised section above the motor bogie 119. One of the five motor cars built by Dick Kerr in 1899 to operate during non- rush hours as single units 1210. Interior of Dick Kerr motor car 13 Central London Railway11. Central London locomotive No. 12, the last one of the breed, outside Wood Lane sheds 1512. Central London locomotive and 7-car train of gate stock 1613. One of the motor cars supplied by the Metropolitan Amalgamated Railway Carriage & Wagon Co. to replace the original locomotives in 1903 1814. Interior of Central London motor car about 1908 19 Bakerloo, Piccadilly, and Hampstead Tubes15. A Hungarian-built motor car for the Piccadilly Line. The plug type tripcock and hose connection are visible at the leading end of the motor bogie_ 2116. Interior of a Piccadilly motor car before fitting of arm rests, looking towards the driving end 2217. Interior of a Hampstead trailer car after the fitting of arm rests 2318. A Bakerloo motor car, the first one of the breed, outside the premises of the American Car & Foundry Co. at Trafford Park, with the bodywork finished but shoegear and electrical equipment unfitted 24 19. A Hampstead motor car and trailer car. The destination plate was required from the beginning on this line. The orientation plate, showing, in this case, the letter 'A', was required only after the opening of the Charing Cross loop in 1914 2520. The gates of the tube cars 26 Additional Stock-Bakerloo Line21. A 1914 motor car built by Leeds Forge at London Road Depot. The first tube cars with middle doors, but not yet air operated 2722. The swing centre door with electric door-lock 2823. Interior of original motor car for Bakerloo Line, before final preparation for service 2924. One of the seven Hungarian-built control trailers rebuilt at Golders Green to become a motor car for operation on the Bakerloo. The original gate end was retained, but a centre swing door with electric door-lock was added 30 Additional Stock-Central London Railway25. 1915 Brush motor car for Central London Railway extension to Ealing Broadway, fitted with outside positive shoegear for running on the Bakerloo Line to Watford. The two-pole bus-line box temporarily fitted can also be clearly seen under the solebar at the front 32 Watford Joint Stock26. Watford Joint Stock motor car 3327. Watford Joint Stock trailer car (interior). Because of the narrow centre doorway, 32 passengers were accommodated in transverse seats 3428. Watford Joint Stock control trailer car on the traverser at Acton Works during overhaul. The station non-stopping board is provided beside the end doorway 35 Air-door Stock29. Interior of a Cammell Laird trailer car as originally built 3630. Interior of a converted French motor car looking towards the switch compartment after conversion for working the Aldwych shuttle service 3731.One of the guard's controllers at trailing end of converted French motor car3832. A Cammell Laird trailer car after the provision of the door pilot lamp_ 3933. Close-up of Cammell Laird doorway with pilot lamp 4034. A 6-car train of Cammell Laird trailer cars and converted French motor cars on the Lillie Bridge Depot shunting neck now occupied by the Cromwell Road highway 4135. A 1924 trailer car from Birmingham being delivered by road to Morden Depot 4236. The road bogies being pulled away while the body was held on the specially erected gantries 4237. The railway bogies being placed in position by steam crane 4338. The completed car being pulled away by steam engine, with the next car in line ready to take its place under the gantries 43 'Standard' Stock39. A Hampstead 1923 stock motor car, one of the batch built by Metropolitan Carriage & Wagon Co. with Metropolitan Vickers electrical equipment and fitted with sound absorbing baffles round the bogies-an arrangement not found satisfactory 4440. A 4-car 1923 stock train at Hendon Central soon after the opening in 1924 4541. The front of a 1923 stock motor car as built 4542. Unloading gantry at Golders Green 4643. '2' type motor bogie for 1923 stock motor car at unloading gantry at Golders Green about to be set underneath a newly-delivered carbody 4744. Y type motor bogie outside the rear of the lifting shop at Golders Green Depot. The traverser pit is no longer in use 4945. A 1926 'B' end motor car with improved front and destination plates outside Golders Green Depot 5046. Door control box and first type of `loudaphone' installation at the guard's end for through communication to the driver 5147. A 6-car train outside Wood Lane Depot, of stock reconstructed at Feltham to air-door working. The leading motor car is one of the 1903 cars originally built by the Metropolitan Amalgamated Carriage & Wagon Co 5248. A scene in the lifting shop at Acton Works showing a converted Central London Railway motor car, of the type originally built in 1915 by Brush, on its own bogies, while on the hoist of the 30-ton duplex crane is the body of a Watford Joint Stock motor car just raised from the works accommodation bogies 52 Air-door Conversion-Central London Stock49. A scene at Acton Works after overhaul of a Central London air-door converted train together with Hampstead and District trains 5350. The girdle frame type bogie fitted to the early type of Central London motor cars 5451. The 'G' type motor bogie fitted to the 1915 Brush motor cars after the girdle frame type had proved inadequate on the Watford service 54 More 'Standard' Stock 52. Hampstead Line Gate Stock trailer car 194 originally built by American Car & Foundry Co., converted as a prototype for the conversion to air doors about 1925. This car was renumbered 1550 in 1926 and scrapped in 1930 55 53. A 1927 Feltham stock train at Lillie Bridge, the Piccadilly Line Depot before the extensions beyond Hammersmith. The Feltham cars had a characteristic curve on the lower body panels which can be distinctly seen 56 54. The interior of 1926 Metro-built trailer car which was typical of all `standard' stock cars 58 55. The porter's hand-operated plunger fitted to control trailer cars to close the doors from the platform of a section of the train 59 56. A 4-car Piccadilly Line train on the old shunting neck at Lillie Bridge Depot, before the Cromwell Road extension was built, showing two 1931 stock motor cars and one 1931 stock trailer car, together with an earlier trailer car with only 2 pairs of double doors per side 60 Experimental Streamlined Stock and 1938 Tube Stock 57. Streamlined 2-car unit 1935 stock as built 64 58. Non-streamlined 2-car unit 1935 stock as built 65 59. Underside view of faceplate type controller as fitted to one of the streamlined units 66 60. View of inside of streamlined cab with driver's armchair seat reversed_ 67 61. 3-car 1938 Tube Stock under test at Acton Town 68 62. 4-car 1938 Tube Stock train on the Bakerloo with a converted trailer car in the make-up 68 63. Driver's position, 1938 Tube Stock 69 64. Interior of 1938 Tube Stock trailer car with shovel-type lamp shades in position 71 65. Front view of 'D' car 1938 Tube Stock showing flag switch 72 The 9-Car Train Experiment 66. A 9-car train of 'Standard' Stock at Golders Green with the guard leaning from his operating position at the seventh car of the train 73 67. A converted control trailer of 'Standard' Stock with the extra seats provided in the 'demobbed' driver's cab 76 68. The interior of a 'Standard' Stock car in war-time with the splinterproof netting and 'reading' lights in the ceiling 77 69. 1949 Tube Stock uncoupling non-driving motor coupled to a 1938 Tube Stock driving motor 78 70. The special control cabinet at the car end provided on a 1949 Tube Stock uncoupling non-driving motor 78 Later Tube Stock 71. The motor bogie of a 1949 Tube Stock of improved design with welded side frames riveted to cross-members 80 72. 1938 Tube Stock bogie, all-welded, with 'bay window' for extended bolster 80 73. 1956 Tube Stock train as delivered 81 74. 1956 Tube Stock motor bogie 82 75. Development of Tube Stock handgrips 82 76. 1959 Tube Stock cars between match wagons for transfer over the main line, being delivered from Birmingham b Ruislip Depot on the final stage of their journey under the control of a London Transport battery locomotive 83 77. 1959 Tube Stock train 84 78. Interior view of 1959/62 Tube Stock car84 79/80. Comparison of the door tracks of 1938 Tube Stock and 1959/62 Tube Stock 85 81. 1960 Tube Stock as delivered 86 82. 1960 Tube Stock bogie 87 83. 1960 Tube Stock as modified for A T 0 88 84. 1960 Tube Stock driving position, as modified for A.T.O. The starting buttons can be seen at the bottom of the look-out window, and the code indicators at the top left-hand side 88 85. Interior of 1960 Tube Stock 89 86. The guard's end of a 1959/62 Tube Stock motor car, complete with door control boxes. The two emergency tungsten lamps behind fluted glass shades cannot be as clearly seen as the fluorescent tubes in the adjacent trailer car 90 87. A 1959/62 Tube Stock motor bogie 91 88. Speedometer extension to the traction motor in a 1959/62 Tube Stock motor bogie 92 89. The driver's cab, 1959 Tube Stock 92 Automatic Train Operation-Rolling Stock 90. Exterior view of modified 1960 Tube Stock 93 91. Safety and auto-drive boxes under passengers' seats 94 92. Trip valve for A.T.O., inserted in the driver's knee-hole position (1960 Tube Stock) 95 93. Victoria Line 1967 Tube Stock 96 94. Motor bogie, 1967 Tube Stock with traction motors, shoegear and pick-up coils mounted 97 95. Interior view of motor car, looking towards driver's cab 97 96. Interior view of trailer car, showing longitudinal seats in the middle bay 98 97. Close-up view of window arrangements and illuminated advertisements98 98. Front view of motor car. The A.T.O. track pick-up coils can be seen in the lower right of picture 99 99. Interior view of control cab 100 What makes a Tube Train go? 100. The outside view of the switch compartment of a Pre-1938 Tube Stock showing the contactor bank which has now been replaced by the P.C.M. traction control unit 103 101. An upside down view of the P.C.M. traction control unit, rom the operating engine end showing the interlocking cams and the oil level gauge 104 102. An upside down view of the P.C.M. traction control unit from the notched wheel end 105 103. The original form of circular mercury retarder and case 106 Automatic Train Operation 104. Right-hand side control desk showing slow manual flag switch 108 105. Left-hand side control desk incorporating master controller and A.T.O. starting buttons-1967 Tube Stock 108 106. Right-hand side control desk with cover removed showing trip valves, fault isolating switch and uncoupling switch 109 107. Right-hand side bulkhead panel showing door controller and handbrake wheel 109 108. Frequency generator mounted on end of traction motor 110 109. Mechanical governor and run back detector mounted on trailer axle 111 110. Underground Electric Railway Map of London - January 1907 115 111. London Underground Map - 1969 116 Foreword Too often in referring to the London Underground System the word 'tube' is applied quite indiscriminately. The tubes are, in fact, the bored circular tunnels, not to be confused with the 'cut and cover' tunnels of the District and Metropolitan lines. These latter have their counterparts today in a great many other cities throughout the world. Nowhere else, however, is there to be found such an extensive system of bored tunnels as exists in London. In other places their use is largely confined to passage under waterways, whereas in London the whole system of deep level lines is constructed in this form. The story of the London tubes may be said to have commenced with the construction of the Tower Hill subway, from Tower Hill on the north bank of the river to a corresponding point on the south bank, this subway being intended originally as a passenger subway through which conveyance was by means of small cable-hauled cars. This subway completed in 1870 was the first shield-driven cast-iron lined tunnel to be constructed anywhere in the world. P. W. Barlow, who was the Engineer-in-Charge, had served with the Brunels (Marc Isambard and Isambard Kingdom) on the construction of the Thames tunnel between Rotherhithe and Wapping-1825 to 1843. He had evidently been impressed with the shield principle, even under the conditions of disastrous disadvantage which obtained on this earlier project and he conceived the idea of the circular tunnel with cast-iron lining. This type of lining could, of course, be erected much more rapidly than brick lining, without any delay being occasioned by the need to allow the cement to harden. Mr. Barlow seems also to have appreciated, perhaps by virtue of his experiences on the Thames tunnel work, the great desirability of keeping the tunnel down in the London clay and out of the alluvial strata nearer to the river bed. The existence of this stratum of moderate depth of so-called blue clay, which is ideal as a medium through which to tunnel, was no doubt responsible in no small measure for the rapid extension of the tube system after the success of the earlier line. Barlow's tunnel at Tower Hill was a mere 7 feet in diameter and this was too small to be of effective use for railway purposes. The 'railway' with its cable haulage never seems to have operated satisfactorily and after less than a year's usage it was converted to a foot subway and later to a means of conveying hydraulic mains across the river. The City & South London Railway, originally known as the City of London & Southwark Subway, which was not only the first tube railway to operate effectively but was the first complete electric railway in the world; that is, complete in the sense that it had stations, a proper form of signalling and rolling stock hauled by electric locomotives; it had a tunnel diameter of 10 ft. 2 ins. This still proved unreasonably restrictive in the design of the rolling stock and, subsequently, tunnels have been bored at larger diameters, those for the Victoria Line just over 12 feet in diameter. There have been many who, over the years, have advocated the building of tunnels large enough to take stock of main line gauge but whenever the facts have been re-examined the same conclusion has always been reached, that as value for money, in terms of passenger capacity against capital cost, the tube of the order of 12 feet in diameter is the most attractive proposition for the London conditions. The tube train is a very effective quart in a pint pot-an 8-car train of the latest type being capable of carrying no less than 1448 passengers. Admittedly, of this number only 304 will be seated but the vital function of the tube railways in London is to cater for the movement of the great mass of people at the peak hours and this can only be done by accepting that passengers with short or medium-short journeys cannot expect to rely on a seat when they are travelling at the peak hours. In what follows, Mr. Bruce tells the story of the rolling stock used on the tube lines right through from the City & , South London Railway, at its inception, to the new Victoria Line. It is an interesting history of technical progress and of the continuing endeavour to provide more capacity, more speed and more comfort, always within the confines of the 12 feet diameter circle (and in most places even a little less). Of the personalities involved, space in this foreword prohibits more than a brief reference, but to those who were fortunate enough to have known them, the names of W. A. Agnew and W. S. Graft: Baker, who together cover a span from 1907 to 1952, come immediately to mind. These men, by their care and perseverance, did much to develop the design of the London tube rolling stock and in this contributed greatly to the comfort of the London traveller. All pictures are of the actual item. There may be reflection from the lights in some photos. 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End Time: 2025-01-09T22:25:13.000Z

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