Rickmansworth signal cabin: Difference between revisions
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}}Rickmansworth (prefix JP) is a signal cabin located within the station of the same name on London Underground Metropolitan line as part of the Sub-Surface Railway (SSR). It is scheduled for closure | }}Rickmansworth (prefix JP) is a signal cabin located within the station of the same name on the London Underground's Metropolitan line as part of the Sub-Surface Railway (SSR). It is scheduled for closure under the Four Lines Modernisation (4LM) re-signalling programme. | ||
== Metropolitan Railway == | == Metropolitan Railway == | ||
The railway in this area opened on 1 September 1887 as | The railway in this area opened on 1 September 1887 as the terminus of the Metropolitan Railway (MR) extension from Pinner.<ref>Green, Oliver (1987). The London Underground: An illustrated history. Ian Allan. <nowiki>ISBN 0-7110-1720-4</nowiki>.</ref> In 1889, Rickmansworth became a through station when the MR extended westwards to Chesham. Little is known about the first signal box at Rickmansworth other than records which show that it was replaced in 1889 with a new signal box (prefix K) equipped with 33 full-size levers for the Chesham extension and a goods yard in the vicinity.<ref name= ":0">Horne, Mike (2020). [http://www.metadyne.co.uk/pdf_files/LTSB_new.pdf Inventory of Signal Cabins and Other Interlockings]: London Transport Railway</ref> | ||
In 1898, the London Extension of the Great Central Railway (GCR), the last mainline to be built into London during the Victorian era, saw services between Harrow, Rickmansworth, Amersham, Chesham, and Aylesbury shared between the MR and GCR.<ref>Leleux, Robin (1976). A Regional History of the Railways of Great Britain. Volume 9 The East Midlands. David & Charles. Newton Abbot. <nowiki>ISBN 0715371657</nowiki>.</ref> | In 1898, the London Extension of the Great Central Railway (GCR), the last mainline to be built into London during the Victorian era, saw services between Harrow, Rickmansworth, Amersham, Chesham, and Aylesbury shared between the MR and GCR.<ref>Leleux, Robin (1976). A Regional History of the Railways of Great Britain. Volume 9 The East Midlands. David & Charles. Newton Abbot. <nowiki>ISBN 0715371657</nowiki>.</ref> While the GCR and MR were commercial competitors in broad terms, they maintained a close working relationship with significant interworking across passenger and goods trains commonplace. This was reflected in 1906 with the creation of the Metropolitan & Great Central Joint Railway (MGCJR), which aimed to put into law the shared operating agreements, which had sometimes led to acrimonious disputes.<ref>Dow, George (1965). Great Central, Volume Three: Fay Sets the Pace, 1900-1922. Shepperton: Ian Allan. <nowiki>ISBN 0-7110-0263-0</nowiki>.</ref> | ||
In 1923, the GCR was amalgamated through the Railways Act (1921) grouping it and other geographically linked railway companies into the London & Northern Eastern Railway (LNER). Along with the London Midland & Scottish Railway, Great Western Railway and Southern Railway, these railway companies formed the | In 1923, the GCR was amalgamated through the Railways Act (1921), grouping it and other geographically linked railway companies into the London & Northern Eastern Railway (LNER). Along with the London Midland & Scottish Railway, Great Western Railway and Southern Railway, these railway companies formed the 'Big Four' whose size was thought by the government to be an insurance policy for financial security in the years following the Great War. The MR, which was fiercely protective of its independence, was not included in these plans, and even though the GCR had been dissolved, the name lived on through the MGCJR. | ||
Electrification of MR services had been steadily progressing on its inner suburban services since 1905 and reached Rickmansworth in 1925 becoming the new locomotive changeover point between electric and steam traction. The shared running agreements via the MGCJR meant that it was not uncommon for LNER locomotives to | Electrification of MR services had been steadily progressing on its inner suburban services since 1905 and reached Rickmansworth in 1925, becoming the new locomotive changeover point between electric and steam traction. The shared running agreements via the MGCJR meant that it was not uncommon for LNER locomotives to work MR passenger trains and MR locomotives to work LNER goods trains.<ref>Jackson, Alan (1986). London's Metropolitan Railway. David & Charles. <nowiki>ISBN 0-7153-8839-8</nowiki>.</ref> 1925 also saw the addition of a south-facing bay platform at Rickmansworth for a shuttle service to Watford, and the signal box was extended accordingly to accommodate this. Whilst shared running agreements to Watford for the LNER existed, they were not exercised, and the shuttle service would remain exclusively operated by the MR. | ||
== London Transport == | == London Transport == | ||
1933 saw the formation of the London Passenger Transport Board (LPTB) which finally integrated the MR with the other underground lines previously controlled by Underground Electric Railways of London. With this newly unified network came a desire to | 1933 saw the formation of the London Passenger Transport Board (LPTB), which finally integrated the MR with the other underground lines previously controlled by Underground Electric Railways of London. With this newly unified network came a desire to standardise its infrastructure and dispense with many of the operating quirks that the MR had vociferously used in the past to justify its independence. Whilst many of these ambitions were heavily delayed by World War Two, 1953 saw the opening of the current signal cabin at Rickmansworth equipped with a Westinghouse N-style lever frame totalling 47 levers. The N-style miniature lever frame represented Westinghouse's final development of mechanical lever frames. Just a few years after the Rickmansworth signal cabin was commissioned, the development of push-button desks was already superseding lever frames as the preferred control method for signal cabins on the underground. Watford South Junction came under the control of Rickmansworth in 1955 through the addition of a push button panel above the existing lever frame. Watford station was added in 1958 and was controlled via programme machines which set routes and signals via a pre-loaded timetable.<ref name=":0" /> | ||
Metropolitan line services to Aylesbury were withdrawn when electrification reached Amersham in 1960 doing away with the final steam hauled passenger services operated by London Transport. It also marked the steady decline of the | Metropolitan line services to Aylesbury were withdrawn when electrification reached Amersham in 1960, doing away with the final steam-hauled passenger services operated by London Transport. It also marked the steady decline of the Great Central Main Line, whose goods traffic had been in terminal decline since demobilisation after WW2 and passenger traffic was increasingly diverted onto other arterial routes. Whilst traffic levels have never since equalled the intensity seen before the 1960s, the signal cabin has remained relatively untouched and continues operating today. Chiltern Railways is the last remnant of the GCR service between London Marylebone and Aylesbury. | ||
== Four Lines Modernisation (4LM) == | == Four Lines Modernisation (4LM) == | ||
The Introduction of the S8 and S7 stocks between 2010 and 2015 proved to be catalysts for wholesale re-signalling of the SSR. Bombardier manufacturers of the S stock trains were also contracted to replace the legacy fixed-block signalling with Distance To Go Radio (DTGR), a form of Automatic Train Operation (ATO). The re-signalling was known as the Sub-Surface Upgrade Programme (SSUG). However, Bombardier's inexperience in delivering signalling systems soon started to drag the SSUG behind schedule and faced mounting costs and delays. London Underground terminated the contract in 2013 at an estimated cost of £900m and a completion date delay of five years.<ref> "London Underground and Bombardier abandon Tube signalling contract". International Railway Journal. 3 January 2014.</ref> | |||
Thales won the re-tendered contract for SSR re-signalling in 2015 | Thales won the re-tendered contract for SSR re-signalling in 2015, renamed Four Lines Modernisation (4LM). Thales would introduce Communications Base Train Control (CBTC), a variant of SelTrac ATO. Migration to ATO on the SSR is split into 14 Signal Migration Areas (SMA), of which Rickmansworth lies in SMA 13 concerning the railway between Moor Park, Watford, Amersham, and Chesham. Whilst the signal cabin will close with the commissioning of SMA 13, colour light signals will remain in place to retain interoperability with Chiltern Railways trains, which have not received modifications to be operable with CBTC. | ||
== References == | == References == | ||
Latest revision as of 17:52, 12 November 2023
| Rickmansworth | |
|---|---|
| JP | |
 | |
| Overview | |
| Opened | 6 December 1953 |
| Operator | London Underground |
Rickmansworth (prefix JP) is a signal cabin located within the station of the same name on the London Underground's Metropolitan line as part of the Sub-Surface Railway (SSR). It is scheduled for closure under the Four Lines Modernisation (4LM) re-signalling programme.
Metropolitan Railway[edit | edit source]
The railway in this area opened on 1 September 1887 as the terminus of the Metropolitan Railway (MR) extension from Pinner.[1] In 1889, Rickmansworth became a through station when the MR extended westwards to Chesham. Little is known about the first signal box at Rickmansworth other than records which show that it was replaced in 1889 with a new signal box (prefix K) equipped with 33 full-size levers for the Chesham extension and a goods yard in the vicinity.[2]
In 1898, the London Extension of the Great Central Railway (GCR), the last mainline to be built into London during the Victorian era, saw services between Harrow, Rickmansworth, Amersham, Chesham, and Aylesbury shared between the MR and GCR.[3] While the GCR and MR were commercial competitors in broad terms, they maintained a close working relationship with significant interworking across passenger and goods trains commonplace. This was reflected in 1906 with the creation of the Metropolitan & Great Central Joint Railway (MGCJR), which aimed to put into law the shared operating agreements, which had sometimes led to acrimonious disputes.[4]
In 1923, the GCR was amalgamated through the Railways Act (1921), grouping it and other geographically linked railway companies into the London & Northern Eastern Railway (LNER). Along with the London Midland & Scottish Railway, Great Western Railway and Southern Railway, these railway companies formed the 'Big Four' whose size was thought by the government to be an insurance policy for financial security in the years following the Great War. The MR, which was fiercely protective of its independence, was not included in these plans, and even though the GCR had been dissolved, the name lived on through the MGCJR.
Electrification of MR services had been steadily progressing on its inner suburban services since 1905 and reached Rickmansworth in 1925, becoming the new locomotive changeover point between electric and steam traction. The shared running agreements via the MGCJR meant that it was not uncommon for LNER locomotives to work MR passenger trains and MR locomotives to work LNER goods trains.[5] 1925 also saw the addition of a south-facing bay platform at Rickmansworth for a shuttle service to Watford, and the signal box was extended accordingly to accommodate this. Whilst shared running agreements to Watford for the LNER existed, they were not exercised, and the shuttle service would remain exclusively operated by the MR.
London Transport[edit | edit source]
1933 saw the formation of the London Passenger Transport Board (LPTB), which finally integrated the MR with the other underground lines previously controlled by Underground Electric Railways of London. With this newly unified network came a desire to standardise its infrastructure and dispense with many of the operating quirks that the MR had vociferously used in the past to justify its independence. Whilst many of these ambitions were heavily delayed by World War Two, 1953 saw the opening of the current signal cabin at Rickmansworth equipped with a Westinghouse N-style lever frame totalling 47 levers. The N-style miniature lever frame represented Westinghouse's final development of mechanical lever frames. Just a few years after the Rickmansworth signal cabin was commissioned, the development of push-button desks was already superseding lever frames as the preferred control method for signal cabins on the underground. Watford South Junction came under the control of Rickmansworth in 1955 through the addition of a push button panel above the existing lever frame. Watford station was added in 1958 and was controlled via programme machines which set routes and signals via a pre-loaded timetable.[2]
Metropolitan line services to Aylesbury were withdrawn when electrification reached Amersham in 1960, doing away with the final steam-hauled passenger services operated by London Transport. It also marked the steady decline of the Great Central Main Line, whose goods traffic had been in terminal decline since demobilisation after WW2 and passenger traffic was increasingly diverted onto other arterial routes. Whilst traffic levels have never since equalled the intensity seen before the 1960s, the signal cabin has remained relatively untouched and continues operating today. Chiltern Railways is the last remnant of the GCR service between London Marylebone and Aylesbury.
Four Lines Modernisation (4LM)[edit | edit source]
The Introduction of the S8 and S7 stocks between 2010 and 2015 proved to be catalysts for wholesale re-signalling of the SSR. Bombardier manufacturers of the S stock trains were also contracted to replace the legacy fixed-block signalling with Distance To Go Radio (DTGR), a form of Automatic Train Operation (ATO). The re-signalling was known as the Sub-Surface Upgrade Programme (SSUG). However, Bombardier's inexperience in delivering signalling systems soon started to drag the SSUG behind schedule and faced mounting costs and delays. London Underground terminated the contract in 2013 at an estimated cost of £900m and a completion date delay of five years.[6]
Thales won the re-tendered contract for SSR re-signalling in 2015, renamed Four Lines Modernisation (4LM). Thales would introduce Communications Base Train Control (CBTC), a variant of SelTrac ATO. Migration to ATO on the SSR is split into 14 Signal Migration Areas (SMA), of which Rickmansworth lies in SMA 13 concerning the railway between Moor Park, Watford, Amersham, and Chesham. Whilst the signal cabin will close with the commissioning of SMA 13, colour light signals will remain in place to retain interoperability with Chiltern Railways trains, which have not received modifications to be operable with CBTC.
References[edit | edit source]
- ↑ Green, Oliver (1987). The London Underground: An illustrated history. Ian Allan. ISBN 0-7110-1720-4.
- ↑ 2.0 2.1 Horne, Mike (2020). Inventory of Signal Cabins and Other Interlockings: London Transport Railway
- ↑ Leleux, Robin (1976). A Regional History of the Railways of Great Britain. Volume 9 The East Midlands. David & Charles. Newton Abbot. ISBN 0715371657.
- ↑ Dow, George (1965). Great Central, Volume Three: Fay Sets the Pace, 1900-1922. Shepperton: Ian Allan. ISBN 0-7110-0263-0.
- ↑ Jackson, Alan (1986). London's Metropolitan Railway. David & Charles. ISBN 0-7153-8839-8.
- ↑ "London Underground and Bombardier abandon Tube signalling contract". International Railway Journal. 3 January 2014.