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London Underground Platform Numbering The obscure subject of platform numbering should not detain anybody for very long. However, it is a point of some slight interest that when railways began there were no numbers but at some point a need arose to differentiate one platform from another. The need seems to have been more urgent at terminal stations, once they had evolved beyond provision simply of an arrivals and a departure platform. Intermediate stations were usually simple affairs with no more than two platforms, each dealing with traffic in only one direction, enabling one to be distinguished from another by the simple expedient of referring to them as the ‘to such and such’ direction, though staff would use the official terminology ‘up’ or ‘down’, representing the ‘to London’ or ‘from London’ directions. Once stations became larger, with three or more platforms, or with complex train workings, then the need arose to distinguish one from another more readily. On the Underground railways, most stations were of the simplest design and the train services suited the ‘to such and such’ method of directing traffic to the relevant platform. No definite evidence has been discovered that any Underground stations prior to about 1911 had platforms that were numbered, though there may have been isolated examples. The District Railway was certainly using platform numbers by 1931, as a photograph of Earls Court shows. Signage at Putney Bridge also suggests platform numbers had already been used there for some years. Official documents also refer to platforms at Ealing Broadway being numbered by 1930. These are unlikely to be the only sites, and documents setting out lengths of platform accommodation in 1930 hint that platforms may already have been numbered at Whitechapel and Hounslow West. The 1932 reconstruction of the west end of the District resulted in Northfields and Acton Town being numbered. At east end of the Piccadilly, Cockfosters was numbered when opened in 1933. High Street Kensington was certainly numbered by 1936. Edgware was certainly numbered prior to 1932 when it was enlarged, and probably had numbers from opening. On the Metropolitan Railway the earliest use of platform numbers may well have been at Baker Street when the ‘main line’ platforms were rebuilt around 1912, though there is no indication that Circle Line platforms were then numbered. It is probable that Aldgate, Moorgate, Aldersgate, Farringdon and Kings Cross may have been early candidates. Stanmore was numbered when opened in 1930 (but not intermediate stations), and certainly Uxbridge was numbered by 1930. Wembley Park was numbered by 1932. Edgware Road was certainly numbered when rebuilt in 1926. One might infer from the evidence that terminal stations were the first to be given platform numbers, probably from the 1920s, as there was a clear need to be able to direct passengers to one of several platforms for their next train. This was followed by allocation of platform numbers to ‘complex’ stations on a ‘needs’ basis where there were multiple platforms on the same line, or where trains to the same destination could leave from more than one platform. It is at least probable that a few busy central London interchange stations were also numbered by the mid 1930s, but evidence is not yet forthcoming. It seems that by the late 1930s there was some discussion within London Transport about the need for some consistency in numbering as additional stations were identified to receive numbers. By early 1939 specific instructions were set out, with some straightforward rules attached. Most stations comprise just two platforms. The rule is that platforms serving westbound or northbound trains are numbered ‘1’ and those serving eastbound or southbound trains are numbered ‘2’. This system means that there is consistency throughout the network, and staff may thereby be able to give helpful information wherever they are, knowing how the system works. The system is stated to have resulted from meetings during 1939 when it was agreed between the Assistant Publicity Officer (then responsible for information provision) and the Operating Manager (then responsible for station operations). It was then endorsed by the signal engineer, responsible for physical provision and maintenance of signage. Although it is inferred from the correspondence that most underground stations hadn’t previously had platform numbers, unfortunately no distinction is made between those that already did, and those to which the instructions suggested needed to be equipped next. It is clear that consistency in numbering was intended, but that this created a number of issues. 1. Where possible, simple stations were to be numbered 1 (NB or WB) and 2 (SB or EB). 2. It appears that true ‘island’ platforms were left out of the system, presumably on the basis there was only one platform and other signage provided sufficient information. 3. Some stations already had platform numbers. It rather seems these were left alone even where they did not conform to the system. 4. Un-numbered interchanges were treated to a separate process. 5. There existed a number of multiple platforms (that were not interchanges) where the ‘simple’ system needed adaptation. Dealing with the last problem first, the ‘rule’ appears to be that the extreme northbound (or westbound) platform was numbered ‘1’, and remaining platforms numbered ‘2’ upwards in logical sequence. This was explicitly set out at Finchley Road, Willesden Green, Neasden (1938), Wembley Park, Harrow on the Hill, Mansion House, Kennington and High Street Kensington (noting the inner rail circle is regarded as Westbound). Many of these stations had already been numbered this way. The rule was subsequently followed at: Tower Hill, Gloucester Road, Amersham, Chalfont & Latimer, Moor Park, South Ealing, Acton Town, Turnham Green, Ravenscourt Park, Hammersmith, Barons Court, Dagenham East, Plaistow, Uxbridge, Northfields, Cockfosters, Arnos Grove (observing that when built these two stations were regarded as ‘Northbound’), High Barnet, Finchley Central, East Finchley, Golders Green, Edgware, Camden Town, Loughton, Leytonstone, White City. In fact, virtually all instances where there are multiple platforms (other than odd examples already numbered). The instructions to staff (covered by the Signal Engineers Instructions to Drawing Office Staff No 10/39, dated April 1939) sets out a specific platform numbering regime for interchange stations. This raises a number of questions, not least of which there is some departure from the straightforward system already described. The schedule sets out the following scheme; for brevity the word ‘normal’ is used where numbering conforms with the rules set out above, and ‘as expected’ means it is a logical application of the rule, even where not explicitly stated. Baker Street – Platforms 1-4, Met main (normal), 5 Circle EB, 6 Circle WB, 7 Bakerloo SB and 8 Bakerloo NB. In each case one might have expected both 5/6 and 7/8 to apply to tracks in other direction, but as already explained 5 and 6 follow the Met’s existing approach where lower number applied to the ‘up’ line. It is not clear the Bakerloo platforms were ever numbered thus, as provision had to be made for the new Stanmore branch SB platform. As far as it has been possible to ascertain, the two SB platforms were numbered 7 and 8, and the NB platform was 9. Kings Cross – Platforms 1-4, Circle, 5 Piccadilly WB, 6 Piccadilly EB, 7 Northern NB and 8 Northern SB (all as expected). Moorgate – Platforms 1 (EB Circle and 2 (WB Circle), thence 3-8 (bay roads), 9 NB Northern, 10 SB Northern, 11 NB Northern City and 12 SB Northern City, all as expected. However the tube platforms were not numbered like this as earlier instructions dated with effect from 1 November 1937 indicate Northern City Line was numbered ahead of the Northern Line, at the lowest level. The earliest Instructions require Northern City SB to be 9 and NB to be 10 and Northern Line SB to be 11 and NB to be 12. Whether this was actually carried out is hard to tell, but the 1939 instructions suggest platforms were actually numbered Northern City NB 9, SB 10, and Northern Line NB 11 and SB 12, the reverse of what was set out previously. After station reconstruction in the 1970s the Northern Line was renumbered 7 (NB) and 8(SB) in 1976, taking up what had become spare numbers. Liverpool Street - 1-3 Circle, but with No1 EB rather than the bay, in conformance with Met practice (probably numbered many years previously). Central 4 (Westbound) and 5 (Eastbound). This raises an issue about what the ‘rule’ actually was. In the case of east-west routes, was it that the westbound line should be an odd number, or the lower number of a pair? Whitechapel – District platforms 1-4 normal, with 5 East London NB and 6 East London SB, as expected. As mentioned previously, these platforms seem to have been numbered many years previously. Swiss Cottage – 1 and 2 Metropolitan Line (normal) and 3 and 4 Bakerloo Line (normal). The Bakerloo numbers were retained for many years after Metropolitan station closed and renumbered 1 and 3 in 1970s. Monument (Bank) – District Line 1 and 2 (normal), Northern Line 3 and 4 (normal) and Central Line 5 and 6 (normal). Holborn – 1 and 2 Central Line (normal), 3-5 Piccadilly Line numbered from 3 being Westbound as expected and branch platform is 5. Tottenham Court Road – 1 and 2 Central Line (normal), 3 Northern Line SB and 4 Northern Line NB, the reverse of what is expected. Actual numbers were 3 (NB) and 4 (SB) so it appears the instructions were adapted whenever the platforms were actually numbered. Oxford Circus – 1 and 2 Central Line (normal), 3 Bakerloo Line NB and 4 Bakerloo Line SB, as expected. In fact Bakerloo platforms were numbered the reverse of this (4 NB and 3 SB). When Victoria Line opened, Victoria Line took 6 (NB) and 5 (SB) also the reverse of what is expected. Charing Cross – 1 and 2 District Line (normal), 3 and 4 Northern Line (normal), 5 and 6 Bakerloo Line (normal). (It appears these platforms were once numbered differently but were renumbered thuswise on 17th December 1939.) Waterloo - 1 and 2 Northern Line (normal), 5 and 6 Bakerloo Line (normal). Elephant & Castle - 1 and 2 Northern Line (normal), 5 and 6 Bakerloo Line (normal). Kennington – Platform 1 NB via Charing Cross, and remainder numbered through to 4 SB via Charing Cross, as expected. In fact, Kennington was numbered 1 NB via Charing Cross, 3 NB via City, 2 SB via Charing Cross and 4 SB via City. This was logical from an operating point of view, but rather unusual. In the majority of cases the numbering is as expected, and to the extent any rule is obvious it is that the highest level platforms were numbered earliest. It may be noted that the schemes was not entirely carried out as set out above, perhaps because of the onset of war. A few stations are not on the list, notably: Leicester Square where 1 and 2 are Piccadilly Line (normal) but 3 is Northern SB and 4 is Northern NB (reverse of that expected). Piccadilly Circus where 1 and 2 are Bakerloo Line (normal) but 3 is Piccadilly EB and 4 is Piccadilly WB (reverse of that expected). These were numbered this way from 26 November 1939, and there is an inference they had been numbered in a different way from an earlier date. Euston where 1 and 2 are Northern via Charing Cross, and 3 and 4 are Northern via City (all as expected). Old Street, as expected but with Northern City branch numbered after Northern Line. Paddington where Bakerloo is numbered 3 and 4 as expected, Circle Line taking 1 and 2 (in accordance with Met practice). Putney Bridge, numbered from 1-3 upwards from EB platform. Probably early numbering scheme. Morden, numbered upwards from wall road on east side (Probably numbered from 1926) Watford (Met). Renumbered 1 (NB line) and 2 (SB Line) 10 September 1951. Previously opposite way around. The schedule of numbering omits reference to the Hammersmith & City and Circle Lines, except as already referred to. There is some evidence that platforms were already numbered in the old Metropolitan Railway system which followed main line practice, that is with the ‘up’ or London-bound platform taking the lowest number. Under this scheme stations Hammersmith to Ladbroke Grove and Notting Hill Gate to Paddington Circle were numbered 1 (up line, or eastbound), with Edgware Road EB (northern track) numbered 1 and Baker Street No 5. The corresponding WB platforms were numbered 2 (4 in case of Edgware Road and 6 in case of Baker Street). Other stations around north side of Circle that might reasonably have been expected to have platform numbers for many years owing to their complexity also follow this pattern, viz: Farringdon, Aldersgate, Moorgate, Liverpool Street and Aldgate. This clears up a number of inconsistencies in the data quoted earlier. If one takes this into account, plus the fact that some stations referred to earlier probably had historical numbers, then one can see that in the vast majority of cases the simple rules set out were followed. In 1980 there were still some platforms not numbered (according to some official documentation). Metropolitan Line Hillingdon These were all later numbered in conformance with the scheme. District Line Ealing Common These were all later numbered in conformance with the scheme. When the main line stations east of Bow Road were taken over from BR in the 1960s they were all renumbered correctly. Piccadilly Line Hounslow East Oakwood, Holloway Road, Sudbury Town and Sudbury Hill were numbered 1 (westbound), whilst Southgate, Bounds Green, Wood Green, Turnpike Lane, Manor House, Arsenal and Caledonian Road were numbered 1 (eastbound). The stations at the west end of the line present no issue here. The apparent confusion north of Kings Cross may be related to the publicity people regarding the directions of traffic on this section as northbound and southbound until about 1990 when east and west was adopted (the platform numbering convention becoming the opposite of what existed previously as northbound became eastbound). Northern Line Angel (island Platform). This apparently remained unnumbered until platform was duplicated in the late 1990s, during which process they were numbered incorrectly, northbound being No 2. Hammersmith & City Line These were all numbered, but the platforms inherited from British Rail in 1970 at Royal Oak and Westbourne Park were renumbered correctly in accordance with the scheme, but are therefore out of kilter with all the others on the branch. The new station at Wood Lane, on the other hand, conforms with others on the section, but not with the ‘scheme’. Paddington suburban retained its BR numbers. Victoria Line Agrees with the general scheme, except as referred to. General Rule for Platform Numbering as derived from above. Platforms are numbered in geographical order beginning with the lowest number (usually 1) as the extreme WB or NB Line as case may be. Where there is more than one line then the upper level is numbered first, the other lines being numbered in increasing depth (but treating lines at approximately the same depth as a single level). Local exceptions are possible where this would be more logical to passengers (eg at Bank where Northern Line (3 and 4) was intermediate along the walking route between Central and District, and takes the intermediate numbers even though below Central Line. |