THE JOURNAL OF THE LONDON UNDERGROUND RAILWAY SOCIETY N I D delays E LT R G o It U opportunityi N in D ssue No. 39 Vol ume 4 No 3 March 1965 UNDERGROUND BUILDING IN THE 1960s During recent mont hs certain national newspapers have been highl y cr iti cal of London Transport in connection with in t he building of the Victoria Line - all eged to have been caused by insufficient planning ~ inadequate preliminary surveys and l ack of apprecia i on of labour difficulties likely to be encounteredc Confusion was added to consternat~on when denied that such delays were taking pl ace and then shortly afterwards, delays were a dmitted by the Ministry of Transport in reply to a parliamentary quest ion, I t is difficult to understand the reasons behind LT's de~alsj it is even more diff1cult to comprehend the n~ve outlook which produced the original criticisms 9 for national papers might be expected to have a greater awareness of the difficulties involved. Building a railway 1S a task which is fraught wit h unexpected hazards in the best of circumstances; when the railway in question 1S being constructed far below ground i to run in tube straight across the heart of one of the most populous cit~es of the world, it does not take a genius to see that snags may arisec is tempting to think that the critics have merely been indulging in one of the f avourite pastimes of the great Brit ish Press - t hat of ba1ting railways at every possible w~th or without causeo Certainly on t~s occasion very little commonsense has been shown. Frequent reference has already been made in this Journal to the complexity of bu11ding the Victoria Line w but due to pressure on space very little detailed informat10n has appeare~ In an attempt to redress the balance, a lengthy article appears this issue on the rebuilding of Kings Cross. which is now in progress, It is hoped that any press pundits reading it will benefit - at l east to the extent of tempering future cr~ icismo 33
THE UNDERGROUND Guy Boas The Underground Goes round and round~ And also to and fro; And men in blue Look after you And tell you how to goo They never quite Direct you right9 Although~ of course. they knowo The lift-manos whim Is being grim; He is extremely strict; He fines the folk Who dare to smoke When once his gates have clicked; Nor are his crowd Ever allowed To have their pockets pickedo The platform-man Has got a plan For dealing with a queue; He makes men wait Behind a gate Until their train is due~ They watch their train Depart again9 And then he lets them through. But on the car Take place by far The most convulsive scenesj The car-men gnash Their teeth and clash Their double-jointed screens, And those for whom Tb:ere is no room Are smashed to smithereenso
The Underground Goes round and round And makes a lot of fuss; And men in blue Make fools of you~ Which is ridiculous. So that is why For my part I Am sitting in abuse 1925 The above poem was first published in Punch on the 4th March 19259 and is reprinted by permission of Punch. A 60 STOCK THROUGH ACTON C.H, Gooch The first A 60 cars have recently passed through Acton Works; the cars noted were 5006;; 6oo6 t 6007 and 5OO7~ and they have a "paint" date of 12/64. As with other silver trains the only external way of telling newly overhauled stock is the fact that the roof has been repainted in the case of these cars, grey 0 Internally there is little difference except for clean paintwork etc; the seats~ which the London Transport Board said would be changed to the revised pattern~ have not been altered, still retaining their moulded backso The letters and symbols denoting what is under each seat have been repositioned to the painted area above the windows from off the aluminium trim over the windows. The usual paint date on the righthand corner of the inside of each car has not been applied - possibly because there is very little painting to do in the modern Formicapanelled Underground coach. The floors of th03e overhauled have also been treated with a grey solution - presumably a preservative of some kind. Correction February 1965 Issue~ page 259 line 15. For nsouth". read "West"o RECONSTRUCTION OF KING9S CROSS UNDERGROUND STATION The reconstruction of King's Cross Underground station and the building of new station tunnels 1,9 one of the rr;ost complex works now being undertaken by Lon dod. Transport for the nevi Victoria Line.
The existing station has two ticket halls~ one of which gives access~ by a bank of three escalators i to the Piccadilly and Northern Lines. The other ticket hall serves the Metropolitan and Circle Lines. The two ticket halls are connected by a subway which has staircase entrances on each side of Euston Road. other subways connect the first ticket hall with the EastexnRegion King's Cross and London Midland Region St 0 Pancras stations c To provide for the Victoria Line 9 the existing Piccadilly and Northern Lines ticket hall is being reconstructed and enlarged to accommodate two escalators and a fixed staircase for the Victoria Line~ The ground is congested with existing tunnels and the Victoria Line tunnels are being driven sandwiched between the existing tube lines and the Circle and Widened Lines sub-surface tunnels. A preliminary contract to prepare a working site for the main works was placed with Mitchell Broso 9 Sons & Coo Ltd in August 1963. The site is situated on British Railways land in front of the main line terminus at King 9s Cross and 9 apart from the British Railways left luggage office. the whole of the site, which was occupied by lock-up shops and the original tube station surface building~ was cleared. The ticket hall works are to be carried out mainly in open excavation from the surface and the tunnelling work by using the disused station lift shafts on the site as access shafts. The preliminary works included the constructi.on of a new approach road to Kings Cross main line station from Pancras Road for taxis and cars. This replaced the original acess road from Euston Road, which crossed the working site. Another task was the replacement of the car park south of the Great Northern Hotel by a new one to the north of i.t 0 To avoid traffic congestion in Pancras Road. vehicles proceeding northwards now pass through a system of one-way streets in order to reach the new approach road to the main line station. The preliminary works were completed in March 1964. The contract for the main works was awarded to Balfour Beatty and Co. Ltdo 9 in June 1964. The works include the reconstruction and enlargement of the existing ticket hall 9 alterations to the connecting subwaysg the construction of a new subway around the western perimeter of the ticket hall serving the Tube lines 9 a shaft for two escalators and fixed stairs~ a low level concourse~ a low level interchange passage between the Victoria Line and the existing tube lines i two station tunnels for the Victoria Line together with the south and northbound running tunnels extending southwards about 1 9 330 ft. to meet at Ossulston Street tunnels being built under another contract and the reconstruction and extension of the ventilation system for the whole of the deeplevel underground station.
The 4ft x 2ft 9inc Stc Pancras Borough Council Sewer connects to the 8ft" x 8ft 6in. Fleet Sewer immediately to the north of the ticket hall and passes close to its west wall. To make it possible to enlarge the ticket hal1 9 the sewer will first be diverted to the west of the new perimeter subway. The new length of sewer will be partly in reinforced concrete box construction i built in open excavation where it passes under existing floors and subways; and in 5fto diameter precast reinforced concrete rings where i.t is to be constructed in heading under Pancras Roade The internal eggshaped profile will be retained within the precast concrete ring construction, but. where the sewer passes close to the underside of existing floors and subways a flat~ topped profile will be employed. The total length. of the diversion is about l50ftc An access chamber will be provided near the junction with the existing sewer under Pancras Roade The existing Piccadilly and Northern Lines ticket pal1 9 built in 1939 has a stee;). and concrete roof supported on the retaining walls and steel stanchions 0 The floor area of 'the hew ticket hall wiil be extend~d by settihg ' back th~wall:.s to the. ~orth," west and south~ and a new' roo'f will be constructed. This will bonsist bf a '5in. reinforced <' " '; '.' 'J '.. '.., ',~.,.::' :, i, concrete slab supported on new steel-gii-!iers up to 5'lin. deep spanning 36ftc between reinforced concrete retaining walls and columns~ The ticket hall works will be carried out in eight stages to reduce interference with passenger traffic to the minimumc The existing roof will be demolished and the new roof constructed above a temporary timber overhead protection which will be erected inside the ticket hall and moved stage by stage as work proceedso The protective timber will be supported on props which will be spaced at a minimum distance of 10ft. so that the space below it will remain usable by passengers 0 The main girders for the ticket hall roof will be placed at nighto Excavations for the foundations to the columns 9 which will consist of reinforced concrete bases up to 15ft. 6ino square 9 will be pits down to 25ft. deep; these will be constructed at night and cove~ed with removable decking during the day 0 The Midland Curve Tunnel ~ used by diesel trains of the London Midland Region of British Railwaysi consists of a brick arch of 25ft. span and approximately 16ft. rise and is close to an just under the line of the south of the new ticket hall. The column foundations along this side of the ticket hall are to be taken down below the level of the foundations of the old brick tunnel. Part of the new periphery subway will foul the structure of the existing Midland Curve tunnel and~ to provide sufficient depth for the subway ~ the tunnel will be demolished down to the springing and the-. brick arch replaced by a new struction of reinforced concrete on 24inc x 12inc universal beams 29ft. longe This work~ which extends for a Jr
-----~, -'..'._-- length of about 70ft. along the Midland Curve Tunnel i will be carried out without interfering with British Railways traffic. To facilitate this a protective shield will be erected tight to the underside of the existing brickwork and demolition will be carried out from above. The roof of the perimeter subway in the area of the Midland Curve tunnel will only be about 2ft. 6in. below road level and several large service pipes 9 including one 12in. and 16ino water pipe and one 24in. and one 36in. gas main 1 need to be diverted. In order that the pipes may have a minimum cover of 1ft. 9in. they will be accommodated partly within the roof slab of the subway. To afford protection to the pipes j a iinc thick M.S, plate will,be laid over them within the concrete. The 36in. gas main will be replaced by two 24in. pipes which will be laid over the subway. An important feature of the work in the ticket hall area will be the extension of the existing escalator upper machine chamber serving the Northern and Piccadilly Lines to accommodate the escalator equipment for the Victoria Line. This will involve the demolition of the existing 4ft. 6in. thick brick retaining wall forming the whole of the south side of the machine chamber~ extending the chamber to the middle of the ticket hall 9 and constructing a new wall in trench. This work will be carried out at night and the excavation will be covered with temporary timber flooring during the day. The existing wall also supports the floor of the ticket hall and this will need to be supported temporarily until a new system of steel beams and columns is installed. This work~ too g is to be carried out without interfering with the existing escalator equipment. The new escalator tunnel will be driven in the south-eastern corner of the ticket hall from behind a hoardi,ng 9 a temporary opening in the roof of the ticket hall being used for access. From this shaft a 9ft. 2iin. diameter C.I. lined pilot tunnel will be driven at an angle of 30 0 to the horizontal down to and through a disused 23ft. diameter shaft previously backfilled with concrete to the lower machine chamber. The tunnel will be enlarged to a 14ft. diameter cast-iron escalator shaft. For driving the southbound Victoria Line running tunne1 9 a second disused 23ft. diameter Col. lined lift shaft which previously served the Piccadilly Line station and is situated on the line of the southbound running tunnel~ is used for working access. An opening has already been formed in the shaft at the level of the new running tunnel and a short length of tunnel driven by hand in 12ft 0 7ino diameter Col. and a 16ft. 6in. diameter Col. shield chamber constructed. In this shield chamberj which subsequently will form part of the Victoria Line ventilation system 9 a 13ft. 6in external
diameter hand shield will be erected and driven southwards to the southern limit of the contract j where a junction will be made with a drive northwards from Coburg Street, west of Euston stationc A shield dismantling chamber will then be constructed and the shield will be dismantled. This drive will pass beneath the 8ft. diameter Fleet Storm Relief Sewer which will be temporarily strengthened before the drive by a mild steel lining. This will consist of ~ino thick mild steel rings. 2ft. wide with a jacking bolt incorporated at the top of each ring. The rings will be erected inside the sewer and expanded by means of the jacking bolt against the brickwork. of the sewer. The rings will be installed for a distance of 20ft. each side of the centre-line of the running tunnel. As an additional precaution against disturbing the sewer? 12ft. 7in. diameter bolted cast iron lining will be used for a distance of 20ft. on either side of the sewer. If ground conditions are favourable~ the remainder of the drive will be in 12ft. 6in. diameter articulated precast concrete rings. Another opening has been made in the second disused lift shaft but on the opposite side and the running tunnel driven by hand in 12ft. 7in. diameter cast iron lined tunnel to the start of the southbound Victoria Line station tunnel where a 25ft. diameter shield chamber has been constructed. A hand shield will be erected in this chamber and the southbound station tunnel driven in full face and lined with 21ft. 2~ino diameter cast iron lining. The station tunnels will be approximately 460ft. long. The shield will then be dismantled leaving the skin plates in position to avoid building a shield dismantling chamber. The running tunnel construction will be continued northwards by hand in 12ft. 7ino diameter cast iron bolted lining to form a junction with a shield dismantling chamber to be built under a separate contract at the termination of the running tunnel drives between Highbury and King's Cross. On completion of the southbound station tunnel the interlocking machine room. which will house signalling equipment for off peak reversing facilities s will be constructed by forming an opening in the southbound running tunnel immediately north of the station tunnel and driving a 14ft. diameter cast iron lined tunnel between the running tunnels. For the northbound running tunnel. a 12ft. 7in. diameter cast iron lined tunnel will be constructed northwards to a junction with a shield dismantling chamber constructed under the other running tunnel contract and southwards as a pilot tunnel for the 25ft. diameter cast iron lined northbound station shield chamber. In this shield chamber there will be erected a special station tunnel shield which will be of unusually robust design and will have 33 face rams each capable of
exerting a force of 25 tons on the faceo The foundations of the Midland Curve and Circle Line tunnels will be closed to the crown of the southern half' of the station tunnel and for this reason the shield is designed to maintain during the construction of the tunnel substantially the same stress conditions in the ground at the face as at presento In this way the ground above and around the tunnel will remain in equilibrium and no settlement of the foundations of the old tunnel above is expected, The southern half of the northbound station tunnel will be lined with 21fto 4in, diameter welded moso liningc This lining will be built directly against the clay one ring at a time and has jacking pockets at both sides of the ring at axis levelo Jacks capable of exerting a force of 100 tons will be inserted in the pockets and the lining will be expanded again.st the clay c On completion of jacking~ steel pa~king pieces will be inserted and steel wedges driven into the joint in the lining on both sides of the tunnel at axis levelo The jacking pockets will be filled finally with concrete 0 In order to resist the loads imposed by the foundations of the tunnels above which will produce bending moments the steel lining above the horizontal tunnel axis will be of heavier construction than belowo Six "~inc diameter high tensile steel bolts will be used in each radial joint i.n the lining above horizontal axis level and two 1-sin thick mild steel bolts belowo Cast iron lining of 21ftc 2iuc diameter will be used in the northern half of the northbound station tunne]9 which will be clear of existing tunnelso On completion of the station tunnel drive 9 the skin plates and part of the carcase of the shield will be built into the station tunnel head wall The 13ft < 6i.n~ external diameter hand shield used for the southbound running tunnel will be re=erected in the south end of the northbound station tunnel and used to drive the northbound running tunnel in a similar manner to the southbound running tunnel to the southern limit of the contractc On completion of the station and running tunnels, the lower concourse tunnel will be constructed in 18ftc 6ino mild steel stressed segments, Access will be provided by first constructing a cross passage lined with 12fto diameter cast iron at the end of the concourse tunnel, building a 23ftr 2i:i:n" diameter cast iron shield chamber and~ using a hand shield, driving southwards to terminate in the lower machine chamber of the Victoria Line escalators 0 The part of the tunnel which will be in the machine chamber will serve as a pilot tunnel for the hand-driven 26ftc
diameter mild steel lined machine chambero The method of construction of the concourse tunnel and lower machine chamber will be similar to that used for the northbound station tunnel and mild steel lining will be used 9 as comparable loading conditions existo During the construction of the concourse tunnel~ the cross passages to the station tunnel will be constructed partly in 12fto diameter cast iron and partly in reinforced concrete box construction~ An interchange passage and stairway between the 'Victoria Line and the Piccadilly and Northern Lines will be constructed by forming an openi.ng in the Victoria Line concourse tunnel and constructing the tunnel with, 2ft. 0 diameter cast iron lin:1,ng and. for the lower portion of the stairway~ in concrete with steel frames" The passage will connect with an existing opening to the upper landing of the Northern Line escalatoro Part of this structure will pass through the disused 18ftc diameter emergency stair shaft after it has been back~ filled with weak concrete to ground level A draught relief tunnel will be constructed to connect the westbound Piccadilly and the south~ bound Victoria Line station tunnelso This will be lined with 15fto and 12ft, diameter cast iron and will extend 70fto and 80fto alongside t and above the Westbound Piccadilly and southbound Victoria Line station tunnels respectivelyo Openings will be formed into the station tunnels from this heading which will be connected to the open ail' through a 15ft..o diameter cast iron lined shaft which will be sunk at the south-east corner of the main line station" I For the pressure mechanical ventilation of the Victoria Line running tunnels" a specially constructed shaft and passage are required at approximately 240ft, south of the new station tunnelsc An enlargement chamber of 16fto 6inc diameter cast iron will be made in the northbound running tunnel and this will be connected to the 16ftc 6ioo diameter cast iron shield chamber on the southbound tunnel 1 by a 16ft. 6in, diameter cast iron cross passageo A 10fto diameter cast iron lined U - shaped shaft and heading will be sunk in the invert of this chamber9 midway between the running tunnels, vertically at first and then sloping downwards~ under the existing northbound Northern Line station tunnel, and finally rising into the base of an existing 21fto 2iinc diameter cast iron lined shaft in the area of the old Northern Line ticket halla Ventilation for the eastbound Piccadilly and northbound Northern Line running tunnels and draught relief for the southbound Northern and westbound Piccadi.lly Line running tunnels will be provided by forming large airways in the concrete backfilling of the three existing 1 shafts in the old Piccadilly Lin,e station area and by constructing a ' 10ft c 6ioo dialneter swb.n-necked shaft to a fan room in the new upper 41
machine chamber, The civil engineering contract includes the construction of the station platforms and concourse floor~ concreting the track beds in the running tunnels, concreting in sleepers in the station and running tunnels and installing light steelwork and brackets for the cable runso Most of the finishings will be the subject of another contract but a number of finishings required for passenger facilities during the various stages of work will be done by London Transport direct labour. Noteg All diameters are internal unless otherwise shown 0 UNDERGROUND EXTENSIONS A recent newspaper report indicates that London Transport would like to see the following new or extended tubes built: New Line~ Piccadilly% Bakerloog Victoriag Baker Street-Green Park-City-Shadwell Aldwych-Waterloo Elephant-Camberwell~Peckham to Brixton southwards; to Vioodford or South Woodford northwards If these lines were built they would undoubtedly make valuable contributions to travel amenities in Londono LAVENDER TICKETS Ian Lawson A number of methods are used from time to time by London Transport to detect fraudulent travel, One of these in use recently is the issue of tickets on different coloured card at certain times during the day~ This is to check the fraudulent travel from, say Clapham Common to Liverpool Street i by purchasing a 4d ticket in the morning at Clapham Common, paying a further 4d on passing out of Liverpool Street. and terminating the return journey at Clapham North> giving up the 4d ticket purchased in the morning, The stations concerned in the recent check were Clapham South to Oval g inclusive i where special tickets were issued on weekdays from November 30th to December 12th last. In this check the following procedure was adopted~
Before 10.30 only orm_nary green Edmonson Card 4d tickets were issued j no machine issues being made. After 10.30 all 4d tickets issued from Rapidprinter and Slot machines were printed on special lavender coloured cardo No lavender Edmondsons were printed j sufficient Rapidprinter tickets being run off and stored to cover issues in the event of a machine breakdown This procedure is the opposite to that which had been adopted on previous occasions. when lavender tickets were issued before 10,30, and green tickets after. Any 4d green ticket given up in the afternoon must have been issued before 10030 in this latest experiment~ and the holder is likely to have been travelling fraudulently~ It is interesting to note that the lavender card used is almost identical to that used in Rapidprinter machines in the same area some thirty years ago by the City and South London Railwayc Lm'TERS TO THE EDITOR Dear Sir~ 15th February 1965< Mr Brown 7 s letter on the 24-hour clock system prompted me to analyse my own views on this change~ but like all time~honoured (no pun intended) controversies~ I am no nearer to a solution, A point worthy of mention is that London Transport appear to be undecided, as although they use 24"00 in published times. 00,00 is used in working timetables. Extending Mro Brown 9 s argument. say that his train connects at station B into another leaving at one minute past midnight~ and bearing in mind that most LT branch services have less than twenty minutes running time, should the branch train be shown to depart at 24 01 or 00.01? If the latter is thought to be correct~ should it be shown at the commencement of the following day~s working? As it was sometimes possible on BR to "change" from one train to another without leaving oneijs seat. should all trains be stopped at 23059 and restarted at 00<01? I consider however, that most of those who normally read timetables would not be mis-led by Mdn 9 t 24.00 or 00<00,; and the decision as to which is most appropriate is probably best left to the purists~ 4 Southcombe Street i Yours sincerely. London~ Wo14. No Fuller
Dear Mre Davis~ I may say that I am definitely in favour of the 24 hour system but there is just one pol.nt I would like to mention. When it is obvious that time is referred to it is not necessary to use the word "hours" or an abbreviation thereof. When it is necessary I submit it would be better to put the abbreviations i.n the right place g viz~ 1704.5 or 17hr.4.5m. To place "hrs" after the minute figure is i.n my opinion both confusing and incorrect i and breaks down when half minutes or seconds are required. One quotes the distance from London to Watford as 17m. 60chc~ not 17.60 miles Yours sincerely9 167 Cornwall Road~ Rui.slip~ HoVe Borley Middlesex 0 Editor!s Note - p~o Borley will have observed that the practice of using the wor "hours!! or alternatively "hrs" has already been dropped. It was only used for the January Timetable to make quite sure that readers noted the changeover to the new system an.d did not read certain times as misprints for ones on the 12-hour methode Dear Sir~ I refer to two items in the February 1965 issue of UndergrounDc New Acton Shunter, pe21" I know the official handouts refer to L10 as being of 1903 origin t but the earliest cast steel motor bogies were 1905; and from the side louvres L10 must surely be of ex-hamstead stock of 1907? The new shunter is composed of the 'motor' ends of 3109 and 3080 9 back-to-back. The motors are now in series pairs~ with one control equipment to give the full tractive effort of four motorsg but at half the speed. A60 Performance, Po2,5 line 10. ttfull power being developed" is a very unfortunate phrase to use of a series motor in which the power varies roughly inversely as the speed and the maximum output occurs at the instant of going into full parallel. The 'full' if
anything, applies to voltage: it is the voltage which, at a given tractive effort, determines the speed of the motor, Whilst certain well-known 'steam' writers are imprecisely naive in their electric writings, maybe in this Society the connotation of phrases should wisely be precise? Yours faithfully, itechnicus' NEWS FLASHES NF378 Re. NF370; the incident referred to took place at Finsbury ~station (Apologies for the omission - Editor). NF379 At about 10030 1-1-1965 the leading bogie of DMC 10200 heading train 246 derailed on a facing point as it moved out of a spur and across the normal entry road in the depot at Morden. This closed the depot to traffic until about 13030 when re-rai1ing had been accomplished, Although more than one crossover is available for emergency working on one road, traffic was suspended - presumably to allow for the switching-off of the traction current to assist the breakdown crews. The DMC did not appear to be much damaged~ but the permanant way seemed to be distortedo NF3Bo Police were needed to control the crowds which collected at Liverpool Street station~ Central Line, on 16-2-1965 when two escalators failed < NF381 Commencing in mid-february 19659 London Transport are running a series of advertisements in the daily and evening papers dealing with transport developments in London 9 the first of these having been a message from Sir Alec Valentine. ~ There were two suspensions of service on the Piccadilly Line on 22-1-1965; the first was when a man fell under a train from the eastbound platform at Russell Square~ he was seriously injured, the second holdup occurred when firemen and staff had to enter the tunnel by Arsenal station to deal with a sparking conductor rail; in this case services were suspended between Arnos Grove and Kingls Cross for over an hour. NF383 The Jack Jackson programme on Radio Luxembourg from 00.00 to OOt30 Sunday 17-1-1965 was set on the London Underground - in theory at least! ~ Borough Polytechnic students planned a rag week party in Aldwych station., but after consideration. LT turned down the applica
tion because of potential danger. Unfortunately, the organisers had thought their application was being approved and accordingly hired a beat group and printed posters; they are taking legal advice as they had spent 50 by the time the application was refused. NF385 The application by the LTB and BRE to the Transport Tribunal for an increase in season ticket rates was refused in a decision published 26-1-1965. At the same time, the application to aboloish day return tickets for journeys of more than ten miles in the London area was approved. NF386 A train was derailed at Neasden depot at 04.00 26-1-1965i blocking the northern exit road; there were serious delays on both Bakerloo and Metropolitan Lines as a result. Fasts from the Watford Line ran slow. NF387 A passenger pulled the alarm handle of an A60 Uxbridge train while it was standing in Liverpool Street station on 12-1 19650 Guilty party was not found, but services were delayed about ten minutes. NF388 A 6-car District Q stock train was noted at Neasden depot on 3-2-1965 - all District Railway stock except one Q38 care 0-6-0PT L93 has been noted with de-icing brushes. NF390 Liverpool Street station (Metropolitan and Circle Lines) has been completely repainted in two shades of grey~ maroon and white. ~ The chimney of Durnsford Road power station, Earlsfield was demolished by explosives on Sunday 14-2-1965; it was 225fto in height. TWO NEW HONORARY MEMBBRS The Committee has very much pleasure in announcing the election to Honorary Membership of two Members of the Society. They are the Reverend Peter We Boulding and the Reverend John E. McSheehYi both of Guildford, and they have both been Members of the Society since the Inaugural Meeting in 1961. Since that meeting, although they have never served on the Committee, nor held any Office in the SocietYi they have both
worked continuously behind the scenes to further the interests of TLURS - and the work they have done has involved a very considerable sacrifice of time and money right from 1961 to the presento The Committee are pleased to be able to acknowledge the Society 9s indebtedness to Fr Boulding and Fr McSheehy by the conferring of Honorary Membership - the first occasion i incidentallyi when someone already a Member of the Society has been granted this status. tot I When I first became Assistant Sales Manager~ in charge of exhibition and meeting salesi my first thought was now can we sell more books. At the last Norbury exhibition we sold the pitiful amount of two badges to members and nothing elsee Admittedlys there were not too many people at that particular exhibition 9 but we could have sold more. I I I The solution is not easy because to sell more means that we will have to spend more on books which9 at this time~ might put a strain on our financial resources. After some discussion with Tony Milne we decided to open a book shop at all Society meetingso The first time this was tried was at the Library Meeting at Kensington~ where 9 besides spying on the members to see what they liked, we sold 17/ worth of bookso Not bado The following day I went with Malcolm Connell to another meeting of another Society where we sold the surprising amount of books totalling 1-11-6d ~ but I must hasten to add that there were over 60 people at that meeting i whereas there were only 17 at our own. Our sales policy will be to buy a large variety of books but to limit the number of copies held - if they sell well we shall replenish stocks. Our biggest test will come with the AGH this month9 where we hope to have a bookshop. A member George Jasieniecki is making a sign for the shop9 and by then we shall have some back numbers of the Journal for sale - so if any of you want past copies or volumes you will be able to buy them at meetings. A list of books at present in stock will be published in next monthqs Journal; anyone wishing to order a book should write to Tony Milne - and if it can be collected from a meeting 9 please say so when ordering - accompanied by the necessary remittance.
NOTICE OF ANNUAL GENERAL MEETING NOTICE is hereby given that the Annual General Meeting of The London Underground Railway Society will be held for the year 1965 in the Meeting Room 9 Kensington Central Library, Campden Hill Road t London 9 Wo8, at 14030 on Saturday 27th March 19650 Due to unusual pressure on the time of Chairman, Secretary, Treasurer and Auditors it has been impossible to circulate the Annual Report and Accounts for 1964 with this issue of the Journal. Any member requiring a copy before the AGM may write to the Secretary at 4 Southcombe Street 9 London~ Wo14 j enclosing a stamped addressed envelope. Please note that a 1965'Membership Card will have to be shown to gain admission to this meeting only obtainable on payment of subscriptiono THE TIMETABLE 16000 Wednesday 10th March Another Trip on Unusual Servicesc Meet in the Booking Hall~ High Street Kensington station 9 for journey on the District Line exhibitions only service from High Street to Kensington (Olympia)~ from Olympia we shall travel by the unpublished BR service run in rush hours only to Clapham Junction - which has links with the old Outer Circle. 14030 Saturday 27th March Society AGM 9 followed by an Informal Meeting - see separate notice above. Saturday 10th April Visit to Neasden Generating Station i LT< Applications to the Secretary at 4 Southcombe Street, London 2 Wo14e Successful applicants will not be notified; details will appear in 'the April journal. Tuesday-Saturday 20th-24th April Stand at the MRC Exhibition, Central Hall Westminster. Offers of exhibits for the stand are needed, also offers for stewardingc Please send details of exhibits available~ and days and times you can spare to steward to Po Holman 9 12 Braham House~ Vauxhall Street 9 London j ScE.11 i our Exhibition Organiser. Duplicated and Published by The London Underground Rai,lway Societyi 62 Billet Lanes Hornchurch 2 Essex 0