Post by Nortube on Mar 17, 2013 17:30:57 GMT
The City & South London Railway timetable - 27 November 1916
The timetable is a short one, just 21 pages long. Seven pages contain the actual train times, one contains the train and loco starting and finishing times, one contains the first and last times that the C&SLRly connects with other transport companies and the rest contain the appendix.
Some background information
In 1916, the C&SLRly ran between Clapham Common and Euston via the City (Bank). Both termini had island platforms. A 'train set' consisted of five cars pulled by an electric loco. The length of the train plus loco was 175 feet. The loco was always at the front of the train and this meant that the locos were stepped-back at the end of each trip. A train number was used to identify the set of cars, and a loco number was used to identify the loco. This is in the same way that the set (or train) number is used to identify trains today. There were stabling sidings at eight locations, varying in size from the 17 feet long siding at the south end of Moorgate SB platform (where the platform narrows) to 858 feet at Angel. The Carto.Metro map shows the old sidings. At the Clapham Common and Euston termini, the end of the running line in the tunnels became a siding - a similar arrangement as used at Elephant & Castle today. Trains also stabled in some platforms.
The timetable
The first weekday passenger train left Clapham Common at 05:05. From around 07:20, trains were departing Clapham Common every 2 minutes until 08:02, when the frequency varied between 2 - 3½ minutes. At midday, there were thirteen trains an hour, with a 4½ - 5 minute frequency.
The first train left Euston at 05:15
The second to last passenger train from Clapham Common departed at 23:10 to Euston, followed by the last passenger train to Angel, at 23:20.
The last passenger train from Euston was at 23:35 to Clapham Common.
On Sunday, the first train from Clapham Common was at 08:00 to Euston, the first SB trains were 08:07, then 08:12 from Angel, and then 08:10 from Euston.
The last trains were at approximately the same time as the weekday trains.
By comparison today:
The first NB train from Clapham Common is 05:28 M-F and 07:11½ Sunday.
The first SB train from Euston (City) is 05:49½ M-F and 07:22½ Sunday.
The last NB train from Clapham Common is 00:16½ M-F and 23:23 Sunday
The last SB train from Euston (City) is 00:28 M-F and 23:37 Sunday.
Many peak trains would non-stop some stations, often alternating between one train and the next:
Morning peak:
NB non-stopping Borough or non-stopping Kennington and City Road
SB non-stopping City Road and Kennington, or non-stopping Angel and Clapham Road (Clapham North)
Evening peak:
NB non-stopping Kennington and City Road, or non-stopping Clapham Road
SB non-stopping City Road and Kennington or non-stopping Angel and Borough.
At the end of the morning peak, the trains + one loco per train, stabled as follows:
Euston - 09:07 (north of the platform)
Euston - 09:16½, (north of the platform)
Euston - 09:23, (siding)
Angel - 09:22
Clapham Common - 09:38½
Clapham Common - 10:05
Old Street - 09:48
Angel - 10:12
Angel - 10:21
Stockwell - 10:22
Stockwell - 10:28
Stockwell - 10:41½
Stockwell - 11:06
Trains / locos entered service for the morning rush hour as follow:
Clapham Common - 9 trains + 10 locos
Stockwell - 8 trains + 8 locos
Angel - 5 trains = 5 locos
Euston - 4 trains + 5 locos
London Bridge - 1 train + 1 loco
Old Street - 1 train + 1 loco
If my maths are correct, that means that there was a peak AM service of 28 trains and 30 locos, and an off-peak (after 11:06) service of 15 trains and 17 locos.
The extra two locos were used, one at Euston and one at Clapham Common, to step back the locos of the terminating trains.
Examples of working taken from the M-F timetable at Euston:
Loco 43 is at the front of train 10 arriving at 07:51½.
Train 10 departs Euston at 07:53 with loco 42 at the front
Loco 57 is at the front of train 11 arriving at 07:53½.
Train 11 departs Euston at 07:55½ with loco 43 at the front
Loco 44 is at the front of train 3 arriving at 07:55½.
Train 3 departs Euston at 07:57 with loco 57 at the front
and so on.
Clapham Common working would have been very similar.
The Signalman must have had to have been on his toes as those turn-round times are very tight
In these examples, loco 43 must have literally followed right behind train 10 as it departed the platform, slowing down only whist the Signalman cleared the route for the siding, then ready to shunt from the siding to hook up to train 11.
Platform numbers aren't given in the timetable, but lets assume that:
train 10 arrives / departs from platform 1
train 11 arrives / departs from platform 2
train 3 arrives / departs from platform 1
This means that loco 43 would arrive at the at the north end of the train in platform 1 at 0751½
Four minutes later, it would be departing at the south end of the train in platform 2, having uncoupled and shunted south into the siding from platform 1, then shunted north from the siding to couple up with the train in platform 2.
The timetable is a short one, just 21 pages long. Seven pages contain the actual train times, one contains the train and loco starting and finishing times, one contains the first and last times that the C&SLRly connects with other transport companies and the rest contain the appendix.
Some background information
In 1916, the C&SLRly ran between Clapham Common and Euston via the City (Bank). Both termini had island platforms. A 'train set' consisted of five cars pulled by an electric loco. The length of the train plus loco was 175 feet. The loco was always at the front of the train and this meant that the locos were stepped-back at the end of each trip. A train number was used to identify the set of cars, and a loco number was used to identify the loco. This is in the same way that the set (or train) number is used to identify trains today. There were stabling sidings at eight locations, varying in size from the 17 feet long siding at the south end of Moorgate SB platform (where the platform narrows) to 858 feet at Angel. The Carto.Metro map shows the old sidings. At the Clapham Common and Euston termini, the end of the running line in the tunnels became a siding - a similar arrangement as used at Elephant & Castle today. Trains also stabled in some platforms.
The timetable
The first weekday passenger train left Clapham Common at 05:05. From around 07:20, trains were departing Clapham Common every 2 minutes until 08:02, when the frequency varied between 2 - 3½ minutes. At midday, there were thirteen trains an hour, with a 4½ - 5 minute frequency.
The first train left Euston at 05:15
The second to last passenger train from Clapham Common departed at 23:10 to Euston, followed by the last passenger train to Angel, at 23:20.
The last passenger train from Euston was at 23:35 to Clapham Common.
On Sunday, the first train from Clapham Common was at 08:00 to Euston, the first SB trains were 08:07, then 08:12 from Angel, and then 08:10 from Euston.
The last trains were at approximately the same time as the weekday trains.
By comparison today:
The first NB train from Clapham Common is 05:28 M-F and 07:11½ Sunday.
The first SB train from Euston (City) is 05:49½ M-F and 07:22½ Sunday.
The last NB train from Clapham Common is 00:16½ M-F and 23:23 Sunday
The last SB train from Euston (City) is 00:28 M-F and 23:37 Sunday.
Many peak trains would non-stop some stations, often alternating between one train and the next:
Morning peak:
NB non-stopping Borough or non-stopping Kennington and City Road
SB non-stopping City Road and Kennington, or non-stopping Angel and Clapham Road (Clapham North)
Evening peak:
NB non-stopping Kennington and City Road, or non-stopping Clapham Road
SB non-stopping City Road and Kennington or non-stopping Angel and Borough.
At the end of the morning peak, the trains + one loco per train, stabled as follows:
Euston - 09:07 (north of the platform)
Euston - 09:16½, (north of the platform)
Euston - 09:23, (siding)
Angel - 09:22
Clapham Common - 09:38½
Clapham Common - 10:05
Old Street - 09:48
Angel - 10:12
Angel - 10:21
Stockwell - 10:22
Stockwell - 10:28
Stockwell - 10:41½
Stockwell - 11:06
Trains / locos entered service for the morning rush hour as follow:
Clapham Common - 9 trains + 10 locos
Stockwell - 8 trains + 8 locos
Angel - 5 trains = 5 locos
Euston - 4 trains + 5 locos
London Bridge - 1 train + 1 loco
Old Street - 1 train + 1 loco
If my maths are correct, that means that there was a peak AM service of 28 trains and 30 locos, and an off-peak (after 11:06) service of 15 trains and 17 locos.
The extra two locos were used, one at Euston and one at Clapham Common, to step back the locos of the terminating trains.
Examples of working taken from the M-F timetable at Euston:
Loco 43 is at the front of train 10 arriving at 07:51½.
Train 10 departs Euston at 07:53 with loco 42 at the front
Loco 57 is at the front of train 11 arriving at 07:53½.
Train 11 departs Euston at 07:55½ with loco 43 at the front
Loco 44 is at the front of train 3 arriving at 07:55½.
Train 3 departs Euston at 07:57 with loco 57 at the front
and so on.
Clapham Common working would have been very similar.
The Signalman must have had to have been on his toes as those turn-round times are very tight
In these examples, loco 43 must have literally followed right behind train 10 as it departed the platform, slowing down only whist the Signalman cleared the route for the siding, then ready to shunt from the siding to hook up to train 11.
Platform numbers aren't given in the timetable, but lets assume that:
train 10 arrives / departs from platform 1
train 11 arrives / departs from platform 2
train 3 arrives / departs from platform 1
This means that loco 43 would arrive at the at the north end of the train in platform 1 at 0751½
Four minutes later, it would be departing at the south end of the train in platform 2, having uncoupled and shunted south into the siding from platform 1, then shunted north from the siding to couple up with the train in platform 2.