The one and only Ongar again!

In answer to 3) at least
The 92ts are in units of two cars each, so a four car train could be formed by marshalling two cabbed units together. Whether this train could then run on the rails as far as Ongar is a question for someone else I'm afraid.

There is a photo in "London Underground Rolling Stock" from 1993(?) with a photo of the 1992 tube stock at North Weald.

EDIT: As a full 8 car set I believe, too.

Four-car 1992 stock formations are certainly possible, as demonstrated on the Waterloo & City Line!

remembering back a while there was reference to light electrification,the supply was inadequate to supply longer trains,this is referred to here also.

en.wikipedia.org/wiki/Epping_Ongar_Railway

this answers the question.

www.eorailway.co.uk/history/linehistory/

they appear to be looking for volunteers also.

www.guardian-series.co.uk/news/9330833.EPPING_ONGAR__Plea_for_volunteers_as_railway_line_restoration_nears_completion/

Didn't the station also get busy after the programme aired about foreign invading animals that featured European Scorpions at Ongar?

I only traversed the line once, as there was a BMW motorcyle dealer, Ongar Motorcycles along the road from the station. I travelled from Hounslow to get there!

IIRC, an 8 car 1992ts ran to Ongar on the 13th July 1993, sandwiched between Battery Locos.

As to photos of the booking halls, try the LT Museum website.

Lovely story there Dean, thanks.

The performance of trains at the Onger end was lethargic to say the least. One of the reasons given for closure was the need to replace cabling some of which was more than 40 years old.

I'm a bit confused. If the branch was run by the 1962 stock train of 4 units, where did this red 1938 stock train come in? Sorry if I'm not reading this properly

Moves to Ongar were as follows, and battery locos were not used on any of them.

13.07.93 - 033-030-032-035
28.07.93 - 005-007
05.10.93 - 017-014-016-019
02.11.93 - 107-104-106-109

.... and "Fred" is alive and well still !!

I couldn't possibly comment

I believe so. I remember Fred (and his surname!) from that period.

I have also heard (perhaps a drver will confirm?) departures from the loop at North Weald were staggered to avoid overloading the power supply by departing simultaneously.

And does anyone else remember the slow underground fire deep inside the Ongar embankment just outside the station? Smoke drifted over the area for many months and required fairly substantial works to seal off the air supply and smother it.

They were certainly staggered at the booked time.

You know all this about Ongar and the lack of juice could have been so, so much different: clicky, use the zoom and look in the top right hand corner....

Thanks for that on electricity. That was the reason given in RTC days, but I suppose it’s easier to teach that to students than the theory of Ohms and resistance. Although I did believe the reason that AC was preferred as the means of traction for lift motors was because of the inability of DC current to reach the top floor of skyscrapers in New York.

One possible use for the retention of the 60’s is perhaps because they ran OPO. The trains had mirrors fitted to the outside so drivers could perform their platform duties. Drivers also had a handheld radio or phone so they could contact Control in an emergency.

Continuing with the Cravens (60 stock), the saved unit was sold to John Glover (not the author of railway books – but the owner of Bywaters Waste Management). Together with Bob Yeldham they planned to buy the Ongar line from LUL and use the train as their centrepiece. As we all know things did not go exactly as planned.

After the line closed, the train was stored at Hainault. John Glover had asked LUL if he could use the train on the Central Line for special occasions. And in fact he came up with a couple of good ideas, but with resignalling, weekend closures and the stress of trying to keep the railway running, it was deemed too much of a distraction at the time.

However with the Central Line Centenary looming (well at least one of them!)- We had been granted permission by the Line General Manager to operate a one off special using the 60 stock. I was asked by our Business Manager if I would do the railway safety case to put the train back on the line. As Train Side were not interested, I ended up organising most of it. In fact the Train Service Manager at the time (a very formidable character) was pretty much set against the idea. I remember him saying to me “if YOUR train breaks down and interferes with MY train service – I will hold YOU personally responsible”. Umm!

So the risk assessments had to be watertight (One of the back up plans even included a set of jumper leads should it get gapped). Train Side also required a DTM to be on the train at all times, but declined to provide anyone with overtime to do it. Luckily Ron Carter-Leigh (knick named Rocket Ron) at DTM at Leytonstone agreed to do it in his spare time.

I also had the pleasure of organising a small bus rally at Epping. The paperwork and the hurdles seemed onerous back then. But with the assistance of the Depot manager at Hainault, Rocket Ron and the Ruislip Test Train crews we managed to put together a very successful day.

Miff – If you see Fred – give him my regards. Think he could do a very interesting thread on his exploits on the line. He was certainly very entertaining back then!

Dean