1935 Streamlined Tube stock

Sort of. They were developed for the Northern Line but LT did not like streamlining, especially where middle cabs met. It was for this reason the fourth 1935 stock unit was built with flat fronts and the rest is history.

The cab layout was not popular with drivers with a central seated position and much testing was done on the Piccadilly Line. I don't believe the streamlined trains ever made it onto the Northern. If they did it was briefly to test.

The post war was plan was for the flat front cars to be used on the Central Line shuttles (Epping-Ongar/Woodford-Hainault) and for the streamliners to have a trailer inserted and run as 7 car trains on the Picc. The cabs could not be modified to the liking of train crews and the 18 cars were converted to trailers with the cabs rebuilt with a trailing end and did indeed run on the Northern until the early 1970s when scrapping began.

That'll be it then, I'm sure I read that they were involved in some testing on the Northern. Probably read it in one of Brian's book.

I'm not surprised the seat looked very uncomfortable and the position of controls made it almost impossible to stand.

Indeed, the the cab exterior would look very elegant even by today's standard.

Funny enough, the front of EVO train has a striking resemblance to that rebuilt 1935 stock cab with taller windows.

The 1935 stock has a touch of the 'Darth Vader' Gatwick Express stock --- or vice versa.

Andy

Units 10009+10010 went to the Northern 31/3/38 and returned on 4/7/38, after the first 1938s had arrived. There is no record of them carrying passengers on the Northern, which seems to be the case as only four cars were loaned.

Interestingly 10009 (with 10011) entered service 24/1/38 (on the Picc) but 10010 didn't enter service (on the Picc) until 10/3/38.

The reason I think is because the platforms have traditionally been on the left hand side of the train.

No I suppose you would listen for the starting bell. Perhaps there is another historical reason??

New York subway controls on the right of train, the same side as '09 Stock, as they drive their cars on the wrong side too?

Not true for most deep tube lines, where the majority of platforms are islands.

Surely it is because signals are normally situated on the left hand side (where there is more room to install them and they are more easily accessible to maintenance staff? Also, in the days of steam, it allowed a right handed driver to keep his hand on the regulator whilst leaning out of the window.
(Although not all main line companies followed this logic - for example GWR and GNR locomotives were driven from the right hand side, and signal positioning was arranged accordingly)

Yes uncoupling was widely used pre-war and the tube lines resumed uncoupling in about 1950. It ceased around 1959.

While on the subject of uncoupling- I know there was a great fuss made about Watford (LMS) services uncoupling (at Waford Jn?) and then the UNDM having to run over a mile to Croxley depot. When the UNDMs were reduced in number did all recoupling take place at Watford?

It did on the District (1971) and Met (1981) but I'm sure the tube lines stopped in 1959.

The Central line pre-1938 stock was even converted from M-T-T-M+M-T-T-M to M-T+M-T-T-M+T-M.

May have been the case in the past, however in the Tube tunnels signals are normally sited on the *right* side, as this is where the cable run / air main is located, which in turn is on that side because that is where the trainstops are located. Obviously some signals are sited on the left for sighting reasons etc.