14/15 October 1940: The London Underground on this day 70 years ago
Thirty-eighth day of the London Blitz, which saw the highest death toll on the London Underground on a single day due to direct enemy action during the entire War.
At 19:35 on Monday 14 October 1940, High Explosive (HE) and Incendiary Bombs (IB) hit the District line tunnel between Blackfriars and Mansion House, damaging both stations.[1] Services reversed at Aldgate East.[2]
Single line working was instituted between Wembley Park and Canons Park at 19:45.[2]
At 20:02, a 1,400 kg semi-armour piercing bomb struck the road surface on Balham High Road, just north of Balham Northern line station. Penetrating deeply before detonating, the bomb then exploded, causing a massive crater on the surface, whilst simultaneously breaching the northern end of the north-bound platform tunnel. The bomb landed only a few yards in front of a northbound number 88 bus, and the driver was powerless to prevent his vehicle crashing into the crater. An avalanche of earth, debris, and water from broken mains and sewers flooded into the station, which was packed with people sheltering from the air raid, causing multiple fatalities. The running tunnels between Clapham South and Tooting Bec stations were also flooded. Southbound trains were reversed at Clapham Common, with current off south of the latter station to Morden.[2][3][4][5] See below for further details.
At 20:28, two 500 kg bombs (designated A/3 in the plan below) landed on Bayswater Road, 50 feet [15 metres] apart, and 60 feet [18 metres] above the Central line between Queens Road (now Queensway) and Lancaster Gate stations. The tunnels suffered only slight damage, and traffic was not interrupted.[6][7]
At 20:57 a 250 kg bomb (designated "151/B" on the plan below) exploded on the west side of Camden Town station, demolishing part of the building, and damaging and blocking the top of the escalators. At the time a number of people were sheltering from the air raid, both on the platforms, and at the top of the escalators, and five were killed immediately, or sustained injuries from which they later died. Approximately fifteen members of the public and five LPTB staff were injured. Services were initially suspended between Euston and Moorgate, and between Strand (now Charing Cross) and Golders Green/High Barnet, although they later resumed between Archway and High Barnet, and Golders Green to Edgware. At 22:06 through services between Strand and Edgware and High Barnet resumed, and at 22:55 between Moorgate and Euston. As only the station building was damaged, traffic through this vital choke-point of the Northern line was not significantly interrupted.[2][4][5][7][8][9][10][11]
At 21:07 a second bomb (designated "SP9" on the plan above) landed in Dewsbury Terrace, which forms the top side of the inverted triangle of land on which Camden Town station is situated, but this not cause further damage to the Underground.[9] At almost exactly the same time, to the south, a bomb (designated "SP9" on the plan below) demolished a four-storey building approximately 200 metres north of Mornington Crescent station, and almost over the Northern line tunnels, but again not significantly damaging them.[12]
A 500 kg bomb exploded over the Piccadilly line about 100 yards (91 metres) south of Holloway Road station at 21:30. All current off between Hyde Park Corner and Wood Green, with eastbound service reversing at Hyde Park Corner, although at 23:53 services were extended to Covent Garden. It was later discovered that segments of both tunnels were cracked, partially filling them with clay for about 60 feet (18 metres). Low tension cables were burnt through, and the current rail was displaced for, "a considerable length," although there was reported to be little ingress of water. Repairs were started on 18 October, and finished on 3 December, with traffic resuming two days later.[2][4][10][13][14]
Oxford Circus station was closed at 21:50 due to flooding.[2]
At 22:30 eastbound District line trains were reversed at Bow Road due to bombs at Plaistow.[2]
The London Passenger Transport Board's headquarters at 55 Broadway, directly over St James's Park station, was hit by an HE at 23:59, setting the west wing on fire.[13][15]
At 08:00 on the 15th, the following working conditions were reported:
Balham Station
The breach in the platform tunnel, with
clock stopped at the time of the explosion
At 12:00 on the 15th, Lt-Col. AHL Mount, the Chief Inspecting Officer of Railways at the Ministry of Transport, visited the bomb site, and later reported:
The lower escalator chamber;
note the sliding watertight door
With regard to the unprecedented loss of life, Mount appeared to be hoping for the best, or rather the least-worst:
The bus is winched out of the crater (right)
By 6 December Mount reported that progress on the repairs to the station were going well, and that it might be possible to have the tunnels open to traffic again before Christmas, but that bodies were still being recovered. He visited the site again on 13 December, and noted that the water mains and sewer destroyed by the explosion had been rebuilt, but the contamination of the site and number of bodies still in situ had made for difficult working conditions:
The cross-passageway between the
platforms, where the bomb detonated
With regard to the bomb itself, Mount noted:
For many years the Commonwealth War Graves Commission recorded sixty-five people as having died in the stations. One previously unrecorded fatality was added in May 2010, making sixty-six in total.[17]
[1] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Damage Appreciation 14-15/09/40, page 1 [Kew: National Archives, reference HO 201/3]
[2] Railway Executive Committee: Files: Form RWD2, 18:00 14/10/40 to 06:00 15/10/40, sheet 3 [Kew: National Archives, reference AN 2/1105]
[3] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Damage Appreciation 14-15/09/40, page 2 [Kew: National Archives, reference HO 201/3]
[4] Ministry of Transport and successors, Railway Divisions: Correspondence and Papers, Air Raid Damage - Underground Railways, 1940-1941 [Kew: National Archives, reference MT 6/2759]
[5] Railway Executive Committee: Files: Form D2, 18:00 14/10/40 to 06:00 15/10/40, sheet 2 [Kew: National Archives, reference AN 2/1105]
[6] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 15 [Kew: National Archives, reference HO 192/8]
[7] Ministry of Home Security, Air Raid Precautions (ARP GEN) Registered files: AIR RAIDS, Incident Reports, Tube incidents statistics [Kew: National Archives, reference HO 186/2419]
[8] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Damage Appreciation 14-15/09/40, page 4 [Kew: National Archives, reference HO 201/3]
[9] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 3 [Kew: National Archives, reference HO 192/8]
[10] Ministry of Transport and successors, Railway Divisions: Correspondence and Papers, Air Raid Damage - Underground Railways, 1941-1942 [Kew: National Archives, reference MT 6/2766]
[11] Casualty & Fatality Analysis: Camden Town 14/10/40
[12] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 4 [Kew: National Archives, reference HO 192/8]
[13] Railway Executive Committee: Files: Form D2, 18:00 14/10/40 to 06:00 15/10/40, sheet 3 [Kew: National Archives, reference AN 2/1105]
[14] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 24B [Kew: National Archives, reference HO 192/8]
[15] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Railway Situation Report at 08:00 15/10/40, page 1 [Kew: National Archives, reference HO 201/3]
[16] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Railway Situation Report at 08:00 15/10/40, page 3 [Kew: National Archives, reference HO 201/3]
[17] Casualty & Fatality Analysis: Balham 14/10/40
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At 19:35 on Monday 14 October 1940, High Explosive (HE) and Incendiary Bombs (IB) hit the District line tunnel between Blackfriars and Mansion House, damaging both stations.[1] Services reversed at Aldgate East.[2]
Single line working was instituted between Wembley Park and Canons Park at 19:45.[2]
At 20:02, a 1,400 kg semi-armour piercing bomb struck the road surface on Balham High Road, just north of Balham Northern line station. Penetrating deeply before detonating, the bomb then exploded, causing a massive crater on the surface, whilst simultaneously breaching the northern end of the north-bound platform tunnel. The bomb landed only a few yards in front of a northbound number 88 bus, and the driver was powerless to prevent his vehicle crashing into the crater. An avalanche of earth, debris, and water from broken mains and sewers flooded into the station, which was packed with people sheltering from the air raid, causing multiple fatalities. The running tunnels between Clapham South and Tooting Bec stations were also flooded. Southbound trains were reversed at Clapham Common, with current off south of the latter station to Morden.[2][3][4][5] See below for further details.
At 20:28, two 500 kg bombs (designated A/3 in the plan below) landed on Bayswater Road, 50 feet [15 metres] apart, and 60 feet [18 metres] above the Central line between Queens Road (now Queensway) and Lancaster Gate stations. The tunnels suffered only slight damage, and traffic was not interrupted.[6][7]
At 20:57 a 250 kg bomb (designated "151/B" on the plan below) exploded on the west side of Camden Town station, demolishing part of the building, and damaging and blocking the top of the escalators. At the time a number of people were sheltering from the air raid, both on the platforms, and at the top of the escalators, and five were killed immediately, or sustained injuries from which they later died. Approximately fifteen members of the public and five LPTB staff were injured. Services were initially suspended between Euston and Moorgate, and between Strand (now Charing Cross) and Golders Green/High Barnet, although they later resumed between Archway and High Barnet, and Golders Green to Edgware. At 22:06 through services between Strand and Edgware and High Barnet resumed, and at 22:55 between Moorgate and Euston. As only the station building was damaged, traffic through this vital choke-point of the Northern line was not significantly interrupted.[2][4][5][7][8][9][10][11]
At 21:07 a second bomb (designated "SP9" on the plan above) landed in Dewsbury Terrace, which forms the top side of the inverted triangle of land on which Camden Town station is situated, but this not cause further damage to the Underground.[9] At almost exactly the same time, to the south, a bomb (designated "SP9" on the plan below) demolished a four-storey building approximately 200 metres north of Mornington Crescent station, and almost over the Northern line tunnels, but again not significantly damaging them.[12]
A 500 kg bomb exploded over the Piccadilly line about 100 yards (91 metres) south of Holloway Road station at 21:30. All current off between Hyde Park Corner and Wood Green, with eastbound service reversing at Hyde Park Corner, although at 23:53 services were extended to Covent Garden. It was later discovered that segments of both tunnels were cracked, partially filling them with clay for about 60 feet (18 metres). Low tension cables were burnt through, and the current rail was displaced for, "a considerable length," although there was reported to be little ingress of water. Repairs were started on 18 October, and finished on 3 December, with traffic resuming two days later.[2][4][10][13][14]
Oxford Circus station was closed at 21:50 due to flooding.[2]
At 22:30 eastbound District line trains were reversed at Bow Road due to bombs at Plaistow.[2]
The London Passenger Transport Board's headquarters at 55 Broadway, directly over St James's Park station, was hit by an HE at 23:59, setting the west wing on fire.[13][15]
At 08:00 on the 15th, the following working conditions were reported:
"Information generally is very incomplete. The HQ of the Board, 55 Broadway, were reported hit by an HE; considerable fire started. No details yet."
Bakerloo line
Trafalgar Square station closed.
Northbound trains reversing at Queens Park, services suspended Canons Park to Stanmore.[15]
Unexploded Bombs
1. Canons Park 09/10 - services suspended between Stanmore and Wembley.
2. Woodside Park 04/10 - services suspended.
3. Golders Green Depot 11/10 - trains unable to be stabled in yards.
4. Neasden Depot 13/10 - no interference.[16]
clock stopped at the time of the explosion
At 12:00 on the 15th, Lt-Col. AHL Mount, the Chief Inspecting Officer of Railways at the Ministry of Transport, visited the bomb site, and later reported:
"At 20.02 hours (precisely) on 14/10, a heavy bomb (presumably 500 kilo?) fell on the north-bound tramway track in Balham high Road, some 200 yards [183 metres] north of the Southern Railway main (Brighton) line 4-track bridge over this road, 1½ miles [2.4 km] south east of Clapham Junction and the same distance north west of Streatham.
This site was immediately over the north end of the north-bound tube platform where the tunnel lining is 22 ft. 1½ in. diameter, and about 27 ft. below the surface of the road. The top of the tunnel was broken in to an extent which is at present unknown; the south side of the fracture being located some 18 ft. north of the platform clock. The road carried three 30 in. water mains and one of 10 in.; also a 4 ft. x 2 ft. 8 in. sewer and two gas mains 6 in. and 8 in. All the mains were broken as also many cable and of course the tram lines. A large quantity of shingle, silt, and water and some clay ran through the cavity into the tunnel with the result that the final crater extended completely across the road from shop to shop, its diameter being some 60 to 70 ft. A north-bound No. 88 bus had pitched headlong into it at a steep angle, the conductor's platform coming to rest just above the level of the roadway. It will be a big operation in itself to get the bus out.
Entering the station via the escalators, we walked through the sliding watertight door on to the shingle and silt covered platform and up to the bottom of the crater through which there was daylight; the dept of the shingle and silt over the platform was 4 or 5 ft. tapering off to nothing at the south end of the platform. The Stationmaster's office was located at the north end of this platform on the north side of the crater, but we did not inspect that side and at present I have not heard whether anyone has done so. The shingle had flowed out through the one sliding and one hinged watertight doors on this platform into the escalator chamber. There is another sliding watertight door from this chamber giving access to the south-bound platform through which the Fire Brigade were pumping out this tunnel. Water was still draining from one of the mains into the crater like a small waterfall."
note the sliding watertight door
With regard to the unprecedented loss of life, Mount appeared to be hoping for the best, or rather the least-worst:
"With the police, we interviewed Mrs. F Chalmers of 20 Southey Road, Kennington, who was accustomed, with her friends, to shelter at the south end of the north-bound platform. We gathered that, after hearing the bomb, she felt no blast (and she had had experience of bomb blast), but the lights went out. She was certain that the watertight doors were closed and that members of the public immediately opened them, the rush of water and shingle being heard; in the darkness they were able to get away from the platform, and Mrs. Chalmer's general impression seemed to be that few were left behind. The numbers taking shelter were apparently normal. Mrs. Chalmers referred to the Stationmaster and his relations who were usually collected near his office, and she thought they must have been buried.
No. 5 Group Co-Ordinating Officer, Civil Defence, informed us that his reports up to date varied from 12 to 22 dead and he thought 40 to 50 was an outside guess for those who had been caught under the debris. It must depend largely upon how closely people were lying.
Some digging had already been undertaken in the search for bodies, but I think the suggested figure of 200 is clearly an exaggeration and, having regard to the comparative slowness with which the shingle, silt and water must have come in, I shall be surprised if the numbers killed are not considerably less than the above-mentioned guess."
By 6 December Mount reported that progress on the repairs to the station were going well, and that it might be possible to have the tunnels open to traffic again before Christmas, but that bodies were still being recovered. He visited the site again on 13 December, and noted that the water mains and sewer destroyed by the explosion had been rebuilt, but the contamination of the site and number of bodies still in situ had made for difficult working conditions:
"The men are now working under better conditions, and gas masks are no longer being used; disinfectants are plentiful and I understand there has been no undue sickness. Having regard to the conditions, the men receive an additional allowance. By means of tarpaulins over the top of the shaft, operation are being carried on continuously; some 60 men are working by day and 30 by night.
Up to date, some 40 bodies have been accounted for, but a considerable number (I gather perhaps 20 or more) still remain to be recovered from the invert under the platform; also from the cross-passage on which the bomb fell."
platforms, where the bomb detonated
With regard to the bomb itself, Mount noted:
"Wing-Commander Lowe today examined the piece of the bomb in my office, and stated that it was of 1400 kilo. type, semi armour piercing, overall length 10 ft., diameter 22.3". The same type of bomb was responsible for the damage at Sloane Square [on 12 November 1940]. Many other smaller fragments have been collected from inside the tunnel, and there seems to be no doubt that the bomb fell at an angle, west to east, and exploded on hitting the lintel girders of the 11 ft. 8½ in. cross-passage at its junction with the North-bound tunnel, some 32 ft. below surface."The more of the site was cleared, however, the more apparent it became that the earlier estimate that work could be completed by Christmas was overly optimistic, and it was more likely to be the middle of January. Total expenditure was expected to be, "in the order of £25,000 to £30,00, perhaps more," the equivalent of £1.2 to £1.4 million today. In the event, traffic through the station resumed on 8 January 1941, with the station itself reopening again on the 19th.
For many years the Commonwealth War Graves Commission recorded sixty-five people as having died in the stations. One previously unrecorded fatality was added in May 2010, making sixty-six in total.[17]
[1] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Damage Appreciation 14-15/09/40, page 1 [Kew: National Archives, reference HO 201/3]
[2] Railway Executive Committee: Files: Form RWD2, 18:00 14/10/40 to 06:00 15/10/40, sheet 3 [Kew: National Archives, reference AN 2/1105]
[3] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Damage Appreciation 14-15/09/40, page 2 [Kew: National Archives, reference HO 201/3]
[4] Ministry of Transport and successors, Railway Divisions: Correspondence and Papers, Air Raid Damage - Underground Railways, 1940-1941 [Kew: National Archives, reference MT 6/2759]
[5] Railway Executive Committee: Files: Form D2, 18:00 14/10/40 to 06:00 15/10/40, sheet 2 [Kew: National Archives, reference AN 2/1105]
[6] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 15 [Kew: National Archives, reference HO 192/8]
[7] Ministry of Home Security, Air Raid Precautions (ARP GEN) Registered files: AIR RAIDS, Incident Reports, Tube incidents statistics [Kew: National Archives, reference HO 186/2419]
[8] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Damage Appreciation 14-15/09/40, page 4 [Kew: National Archives, reference HO 201/3]
[9] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 3 [Kew: National Archives, reference HO 192/8]
[10] Ministry of Transport and successors, Railway Divisions: Correspondence and Papers, Air Raid Damage - Underground Railways, 1941-1942 [Kew: National Archives, reference MT 6/2766]
[11] Casualty & Fatality Analysis: Camden Town 14/10/40
[12] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 4 [Kew: National Archives, reference HO 192/8]
[13] Railway Executive Committee: Files: Form D2, 18:00 14/10/40 to 06:00 15/10/40, sheet 3 [Kew: National Archives, reference AN 2/1105]
[14] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 24B [Kew: National Archives, reference HO 192/8]
[15] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Railway Situation Report at 08:00 15/10/40, page 1 [Kew: National Archives, reference HO 201/3]
[16] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - October 1940: Railway Situation Report at 08:00 15/10/40, page 3 [Kew: National Archives, reference HO 201/3]
[17] Casualty & Fatality Analysis: Balham 14/10/40
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Labels: Blitz 70, London Underground, The London Underground at War
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