Ben
fotopic... whats that?
Posts: 4,282 
|
Post by Ben on Dec 4, 2009 6:06:28 GMT
Reading various articals and topics in books and magazines, and from discussion with other members of staff, certain names seem to be dropped now and again, and certain staff members have become imortalised for various acts, deeds, longetivity, etc...
Has anyone actually ever sat done and written some sort of account of these tales and the people behind them? A sort of LT "Who's who"? Just been reading the final part of Piers' series on the Underground Electric Train, and it really rings an alarming bell. The most famous people are documented, like Pick, Holden, Yerkeys, but often there are people who aren't who've had a life just as intertwined with the combine as the aformentioned. I'd find such a book or series fascinating. Who has been the longest serving staff member for example? Who was the last man to hold the position of Gateman? Who drove the first revenue train on the Victoria, or the last Routemaster? Who's names have had a pivotal role behind the scenes in how things are done today, or were done before?
There must be a lot of stories out there waiting to be told...
|
|
|
|
Post by ruislip on Dec 5, 2009 0:08:45 GMT
Lord Ashfield.
|
|
|
|
Post by 21146 on Dec 5, 2009 3:00:26 GMT
There was still an ex-C&SLR Gateman working on the Underground in the mid-1970s and his eventual retirement was featured in LT News. He'd worked his way to Motorman, and at 65 was allowed to stay on, but had to revert to a direct-entry grade and I think had his senority reset to 'zero' for day-to-day purposes. Since Guard as a position was now in that category he continued to work on the Northern Line in this capacity 'til around age 80. Some people even managed to do enough years after the usual retirement age to get the service in to go back up for Motorman and qualify for a second time! With new age descrimination laws on the statute book, this situation could happen again in the future. I wonder how many current LU staff will be applying to carry on?
|
|
|
|
Post by railtechnician on Dec 5, 2009 8:37:33 GMT
There was still an ex-C&SLR Gateman working on the Underground in the mid-1970s and his eventual retirement was featured in LT News. He'd worked his way to Motorman, and at 65 was allowed to stay on, but had to revert to a direct-entry grade and I think had his senority reset to 'zero' for day-to-day purposes. Since Guard as a position was now in that category he continued to work on the Northern Line in this capacity 'til around age 80. Some people even managed to do enough years after the usual retirement age to get the service in to go back up for Motorman and qualify for a second time! With new age descrimination laws on the statute book, this situation could happen again in the future. I wonder how many current LU staff will be applying to carry on? When I began my signals career in 1977 the department had plenty of over 65s. ISTR it was 1978 when it was decided that those above retirement age had to leave service and I saw grown men of 75+ cry when they got the news. In those days LT was very much a family, far more so than today, I even knew old timers who lied about their age to get another couple of years in. Years of experience was ditched overnight because of the number 65! In the run up to devolution, or as I call it, the great selloff of engineering, 1000s of years of experience was dispensed with in a few months as severance and early retirement cleared the ranks of 40 to 65 year olds in several waves and also cleared out all those newly trained with 4 years service or less. I have no doubt that it took at least 10 years to fill the vacuum that was created even though many of those who left found work in the emerging private rail engineering companies. In the years up until devolution there were plenty of stories to be told by those who had served from before WW2 and those who had followed them. Some of those I worked with had been taken on at Cranley Gardens New Works depot to work on the Northern Line extension in the late 1930s. Seems funny looking back but when I was taken on many who started around the same time were looking forward to working on the Jubilee line to Thamesmead! In the event stage one was all we saw, i.e. Charing Cross to Baker Street and the renaming of the old Bakerloo from there to Stanmore. I still recall tales told by those operating staff close to retirement that I came to know in the course of my duties. For instance the station foreman at Wood Green who began his career as a box boy on the Met at the age of 14 and had miles to cycle to work to arrive for duty on time, no staff taxis in those days! Whatever anyone may say the railway is not in the same league as it was, it isn't the very sociable place that it was 'in the good old days' and of course LT changed considerably following bus deregulation in London too. I'm sure those who served before 1970 would feel this more strongly than I do. |
|
Deleted
Deleted Member
Posts: 0
|
Post by Deleted on Dec 5, 2009 9:17:13 GMT
If I remember correctly, the Guard at Edgware was Bill Nevard who was indeed featured in the staff mag at the time.
I also worked (as a Relief Clerk) at Holloway Road for a number of shifts, and the Station Foreman there, Charlie Crawford, (c.1969/70) was in his late 70s. He too appeared in the then LT Magazine around the time he retired, and a grand chap he was too.
|
|
|
|
Post by citysig on Dec 5, 2009 10:11:28 GMT
 I was the driving force behing the way the computer signalling works at Aldgate. I wrote the original "Route Cards" (used during signal failures) for Edgware Road and Hammersmith cabins. I was the last of the original railway apprentices. I was for a time the youngest signalman to work Edgware Road cabin. I was for a time the youngest signalman to work in Baker Street SCC. I've been in a few staff mags (including On The Move) and on a TV programme. Do I get in? Thought not. I'll get me coat ;D ;D
|
|
mrfs42
71E25683904T 172E6538094T
Big Hair Day
Posts: 5,922
|
Post by mrfs42 on Dec 5, 2009 12:58:12 GMT
I was the driving force behing the way the computer signalling works at Aldgate. Oh. So *that* explains some of the route combining/disengaging! ;D |
|
Deleted
Deleted Member
Posts: 0
|
Post by Deleted on Dec 5, 2009 13:11:26 GMT
On a serious note, I think that the subject of this thread would make an excellent article for 'Underground News'. Like all the best articles, it would take some research, but would make fascinating reading and would be an interesting record.
|
|
|
|
Post by railtechnician on Dec 5, 2009 17:54:50 GMT
I was the driving force behing the way the computer signalling works at Aldgate. I wrote the original "Route Cards" (used during signal failures) for Edgware Road and Hammersmith cabins. I was the last of the original railway apprentices. I was for a time the youngest signalman to work Edgware Road cabin. I was for a time the youngest signalman to work in Baker Street SCC. I've been in a few staff mags (including On The Move) and on a TV programme. Do I get in? Thought not. I'll get me coat ;D ;D I'm sorry but I have to ask! Were you also the reason that a signal cleared by the signalman at Farringdon took a minute to show on the diagram the morning after the night of the transfer of control from Aldgate to Farringdon? Somehow I think that was a software programming issue but I stand to be corrected! I have never forgotten the chaos as the first trains ran and the signalman couldn't understand why they weren't moving from Tower Hill and Aldgate. ISTR it took the computer guys a few days to get their heads around that one. My understanding at the time was that the commands were relayed to Baker Street from Farringdon, thence routed to Aldgate IMR to operate the frame with the Aldgate IMR indications also going via Baker Street to reach the Farringdon diagram. I was on the changeover, my remit was the transfer and commissioning of Telephones-at-Signals between Aldgate and Kings Cross to new panels in Farringdon Signal Cabin. I also built, installed and commissioned the signalmans desk telephone panels and all the associated kit in the cabin relay room. It really doesn't seem that long ago but of course it is a little over 20 years! |
|
|
|
Post by tubeprune on Dec 5, 2009 21:45:16 GMT
On a serious note, I think that the subject of this thread would make an excellent article for 'Underground News'. Like all the best articles, it would take some research, but would make fascinating reading and would be an interesting record. In a brief discussion last night at a dinner with some forum members, I offered to write up the letters and conversations I had with various people from LU over the years. The best information came from Cyril Birkbeck who was an apprentice at Ealing Common in 1920, who worked at Gloucester Carriage when the Picc gate stock was being converted to air doors. He worked for Graff Baker in the design office during the 1930s. He also wrote stories about various characters who worked for the Underground in the 1920s and 30s. But, I've got to finish the DR articles first and then do the CLR and LER. |
|
|
|
Post by District Dave on Dec 5, 2009 22:03:10 GMT
But, I've got to finish the DR articles first and then do the CLR and LER. No pressure then? !! |
|
|
|
Post by citysig on Dec 6, 2009 8:42:41 GMT
I'm sorry but I have to ask! Were you also the reason that a signal cleared by the signalman at Farringdon took a minute to show on the diagram the morning after the night of the transfer of control from Aldgate to Farringdon? Somehow I think that was a software programming issue but I stand to be corrected! No. Whilst I am fully aware of the "teething problems" throughout the whole of the city area transfer (as I was often one of the signallers battling with the computer) I meant I was behind getting Aldgate to work better than it did initially. I won't go into detail here, but ask someone about / look up "Aldgate Junction 1 minute mode." Despite the manager involved attempting to take most of the credit, he knew nothing of the software and it would never have happened if I hadn't pushed it. |
|
|
|
Post by railtechnician on Dec 7, 2009 4:34:57 GMT
I'm sorry but I have to ask! Were you also the reason that a signal cleared by the signalman at Farringdon took a minute to show on the diagram the morning after the night of the transfer of control from Aldgate to Farringdon? Somehow I think that was a software programming issue but I stand to be corrected! No. Whilst I am fully aware of the "teething problems" throughout the whole of the city area transfer (as I was often one of the signallers battling with the computer) I meant I was behind getting Aldgate to work better than it did initially. I won't go into detail here, but ask someone about / look up "Aldgate Junction 1 minute mode." Despite the manager involved attempting to take most of the credit, he knew nothing of the software and it would never have happened if I hadn't pushed it. I apologise for the irresistable tongue in cheek comment but when I wrote it I was pretty certain that I already knew what your reply would be and I was correct. The preparation of Comms equipment at Farringdon reminds me so much of the Kings Cross fire. Indeed I was working late in the cabin relay room that evening and went through the bullring at Kings Cross just 20 minutes or so before the flashover on my way to visit a colleague on the way home. I arrived at his home just in time to see the tragic events unfolding on the TV at about 20.00. Two days later I was on site in the aftermath as part of a repair team of Comms and Electrical staff. I worked from 08.00 to 00.00 on the Saturday and 08.00 to 22.00 on the Sunday running new cables and restoring telephone services and doubled back for normal day duty on Monday at 07.30. I have never forgotten working 30 hours in 48 or the smell of smoke that permeated my clothing and lingered in the station for many months in some of the non public area nooks and crannies. Some time later I found myself installing all the post fire comms in the new ops room at the top of the escalators and work I did there as a chargehand earned me promotion to installation lineman just in time to install the temporary ops room at Liverpool Street ticket hall 'X'. I have the distinction of having been the only CET grade ever on the Comms installation section, the grade disappeared in 1992 at devolution when we all became TOs alongside signal TOs. Later I was perhaps the first fully qualified dual graded signal & communications TO, not so unique as plenty of former telephone lineman had moved into the ranks of AET in bygone years. |
|
Ben
fotopic... whats that?
Posts: 4,282
|
Post by Ben on Dec 7, 2009 6:56:57 GMT
The majority of this forum seem to have good claims to fame! I wonder though, if TP writes the series, who, pray, will write his entry? |
|
|
|
Post by tubeprune on Dec 7, 2009 9:09:15 GMT
The majority of this forum seem to have good claims to fame! I wonder though, if TP writes the series, who, pray, will write his entry? Should I add "Write autobiography" on my To Do list after LER and CLR? ;D ;D ;D Don't hold your breath on any of these, folks. I am on part 15 of the District Electric Stock history and I've only got to 1927. At this rate there will be 50 parts by the time I get to the present. Don't tell the editor. I've had lots of help from people (many on this forum) who have looked up stuff for me, taken photos of documents, researched difficult questions and even sent me photos and articles from old magazines. The depth and accuracy of the articles could not be as good without them. Thank you to all of you. |
|
I was the driving force behing the way the computer signalling works at Aldgate. I wrote the original "Route Cards" (used during signal failures) for Edgware Road and Hammersmith cabins. I was the last of the original railway apprentices. I was for a time the youngest signalman to work Edgware Road cabin. I was for a time the youngest signalman to work in Baker Street SCC. I've been in a few staff mags (including On The Move) and on a TV programme.
