1909

ASLEF COLECTION

 Railway accident on the 

L.B.S.C.R.

LONDON BRIDGE TO VICTORIA

The last steam service to operate on the South London line was on Tuesday the 30th November 1909 with introduction of the Elevated Electric System starting on the following day.

The first experimental electric train ran between Battersea Park and East Brixton on  Sunday 17th, January 1909. On Sunday night, 31st January 1909. a trial run was made between Battersea Park and East Brixton, to which the press was invited. It was then stated by the L.B.S.C.R. that the Battersea Park to Peckham Rye section would be opened “very shortly,” and that it was hoped to to established the full service throughout the South London Line by June. After several postponements of opening dates, the full service between London Bridge and Victoria was inaugurated on Wednesday 1st, December., with the first train leaving London Bridge for Victoria at 7.42 a.m., and a quarterly hourly service maintained throughout the day. Both of the two London termini had dedicated electrified platforms, with London Bridge having six platforms and Victoria having five platform. 

The basic service at 15 minute intervals was essentially the same as had been provided in steam days, but journey time was cut from 36 to 24 minutes. For marketing purposes the title of 'Elevated Electric' was adopted.

There was a need for a dedicated repair workshops and carriage sheds and this was erected in the V of  Peckham Rye  Junction, and it was here that the new electric trains were inspected, overhauled and the various maintenance requirements were carried out.  A motorman’s depot was also established within the this complex. The motormen only worked these new electric trains over the the South London Line and with the expansion of the electrocution their route knowledge would expand.

At first eight 3-car units were provided,. The end motor cars had bow collectors and had 
guard's accommodation and eight third class compartments. The trailer coach had nine first 
class compartments, the sets seating 132 third and 56 first class passengers. 

All vehicles had side gangways between compartments to improve passenger flow, and were considerably better appointed than most stock running on the Brighton main line at the time! The opportunity was taken to abolish second class, which disappeared from all suburban services in 1911 to be unsatisfactory. Already first class accommodation was excessive and overall there was excess capacity off-peak and overcrowding at peaks. The sets were re-formed into 2-car units (running in pairs at peaks).

The original motor coaches were retained coupled with driving trailers converted from bogie suburban steam stock and provided with six third and two first class compartments.The first class trailers were withdrawn and equipped for use on steam trains on the main line to Brighton, but in due course were converted again for the West Croydon and Wimbledon electrification.

See Sub page 1909 Pioneering Motormen for more details

 THE PIONEERING L.B.S.C.R. MOTORMEN

THREE BRIDGES LOCOMOTIVE SHED

The Forth Shed

The next and final shed was constructed in 1909, in open space upon an extension to the embankment carrying the Horsham lines using infill from the widening of the mainline. The new three road structure was built in brick with north-light pattern roof and tall adjacent water tank. A 60ft turntable was fitted in alongside the shed in the space between the Horsham lines, and the complex included large and small hoists, a corrugated iron machine shop with a curved roof, mess rooms and store offices, a pumping engine boiler house with its tall chimney, its fire also used for sand drying. Coal stages were provided on the north and south sides of the yard respectively, the latter improved with the addition of a canopy and crane. Over to the east was a spread of sidings known as ‘The Park’, accommodating empty coal wagons and the occasional stored locomotive. Accommodation was for around two dozen locomotives, overtaking its parent depot of Horsham and gaining separate independence status.

Up to World War 2, the allocation remained pure ‘Brighton’. It closed to steam in June 1964, Brighton taking over its remaining duties, but diesels locomotives continued to be stabled in the yard. The surviving buildings were used as a rolling stock, especially wagons, repair shops were demolished in the mid-1970s.

The workings from this shed have been described by Dick Kirby in |Vol. 15 no. 5. The shed was unique by virtue of its central position on the system, which led to its engines working regularly over most parts of the L.B.S.C.R.

 Railway accidents on the 

L.B.S.C.R.

 

 CLAYTON TUNNEL

29th DECEMBER 1909

A incident involving Driver Thompson and his Fireman Cook, occurred on 29th 
December, 1909, when they were working the 11.40 a.m. Victoria - Brighton. In Clayton 
tunnel their engine came to a halt with a complete empty tender and only sufficient water in 
the boiler to cover the firebox crown. Authority was not pleased, and at the subsequent 
investigation it came to light that Fireman Cook had been suffering from a severe cold and on Battersea shed, Driver Thompson sent him to get a warm drink while he took water. For some reason this important happening slipped his mind, hence the trouble at Clayton and the 
receiving of a £3 fine.