De-training Passengers From 35TS

Might be worth while having a look at Paul Moss' excellent Underground Movement, if you have a copy. Mine isn't to hand to look at, but it has a good chunk about the streamlined stock.

With regards to detrainment, I can't recall how it was described as such. However I can recall they were all 2-car units, as was the plan for the O & P stocks. 3 pairs of streamlined and one pair of flat-fronted (i.e. the real 38 prototype) were produced, all with detail differences to finishes and traction and auxiliary equipment, for assessment.

If SE13 doesn't beat me to it, I'll dig the book out and add/amend to what I've already put.

Brian Hardy's Undergrojnd Train File (which has a picture of a streamlined 35TS on the front cover) says there were 24 cars of 35TS, formed into twelve 2-car units, of which the last three were not streamlined. They were intended to run as 6-car trains.
They entered service on the Piccadilly Line in 1937, but the last (flat fronted) units were transferred to the Northern after a couple of months
All twelve units were stored during the war. The streamliners were converted to trailers in 1950/51, and ran in 1938 stock UNDM units on the Northern Line, the last withdrawn in about 1972. Four different types of electrical equipment had been trialled in the 35TS - the type found to work best was recovered from the streamlined units to which it had been fitted and re-used in the flat fronted units which went to the Central to operate its shuttle services in deepest Essex, and also on the Aldwych shuttle, (one unit was damaged trying to go to Waterloo). They were withdrawn in 1966

This is a very valid point. If the single centrally located seat is as close to the windscreen as today's trains then it would have been positioned a long way forward leaving a lot of room behind it for exiting passengers.

The plan for the streamlined trains was actually to run them as 7 car trains post-war and 3 trailers with no compressors were built for them. However, the design was not popular with LT management who didn't like the steamline effect (it left a gap between the cars when coupled) and drivers couldn't stand and drive them. They redesigned some of the front ends (so they could be driven standing) during the war but these were also unpopular. In the end as has been said they became trailers and worked on the Northern Line.

They streamlined cab would have been very difficult to exit from, perhaps this was one of the reasons why they were aborted?

The design is rather similar to the Deutsche Reichsbahn "Flying Hamburger" diesel units of the same era. I think Roco and Maerklin done models of them for reference.

Overran at Aldwych - buffer stop collision, hence the "trying to go to Waterloo" line.

Having trouble googling the date, want to say it was in the 50's but not 100%.

3rd April 1955 - it was DM 11010 - the cab was repaired using standard 1938 stock doors which subtly changed its appearance.