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Post by North End on Dec 23, 2015 20:02:15 GMT
They need every inch of space, as the Hertford-Moorgate services get crush-loaded in peak hours, being constrained to 6-car by the GNCR platform lengths, and little spare line capacity for any frequency increase. The new trains will provide some extra space by not having two unused middle cabs, so on balance it's probably best not to take up space with large accessible toilets. If the Moorgate branch did not exist, Hertford and Welwyn would have been far more suitable for Thameslink than Peterborough and Cambridge, which are only really planned to go in to Thameslink because they happen to sit conveniently on a map.
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Post by North End on Dec 20, 2015 21:30:39 GMT
There to help spread the load down the longer train when there was a mix of 4 and 5 cars. Not necessary when all trains on the line are 5 car. Hmm, do you think they actually worked? I don't think many/any people would actually use the 5 car thing as a reminder to move further down.
I personally thought the 5 car sticker was just advertising
Not sure about that. For some reason some people *have* to board the front of the train, and will launch themselves into running down the platform once they get the rush of excitement as the train appears. At least having the sign on the front gives these people advance notice, rather than barging people out of the way if they have to make their move once the train is in the platform. I've never understood the rationale behind this behaviour, but it definitely happens.
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Post by North End on Dec 20, 2015 20:29:59 GMT
If a train pulls right up to the limit of shunt, the rear of the train will be beyond the signal controlling the shunt at the other end. It also acts as a warning, because if the train proceeds too far beyond the LOS, the signal behind mat clear. If the driver then changes end, there would be the potential for a collision. So an 'LOS' is something that can only be used when either: 1) All trains are the same length, or 2) The LOS is positioned for the shortest train, or 3) There are multiple LOS indications each applicable to a certain train length? Forgive my slowness, here, but one of the reasons I had problems inferring the meaning was that I'd always assumed that 'shunting', was something that would necessarily happen on areas of track not controlled by track circuits. (Hence my assumption that it was some sort of reversing limit to stop a train backing onto an area that was controlled by track circuits.) They're normally placed for the longest passenger train. In past times numbered boards were used where different length trains ran, most commonly 4, 7 or 8 depending on the line. Some of these still remain in situ. Such boards were also used in reversing sidings, and in some platforms as stopping marks at places where the diamond was not used. For engineers trains a reversing berth depends on where signals are placed, generally I wouldn't expect an engineers train to use LOS boards as their primary means of stopping. A short train might need to make sure it draws up to the board to release any route holding apparatus though.
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Post by North End on Dec 20, 2015 20:20:16 GMT
I've always understood Limit of Shunt boards to be different to a Stopping Marks. Overshooting a stopping mark may well be an inconvenience, but passing a Limit of Shunt without authority is a SPAD and thus has safety implications. The driver who continued to Bank could well have happened upon some engineering plant on the line. I see a Limit of Shunt as (generally) a stop signal only applicable to some trains, which is why a Fixed Red Light isn't used. If it were a passenger move then a full-blown signal would be needed. No it's not normally a SPAD to pass a LOS board as they're not normally the end of the signalled move. In that sense the wording is misleading. Indeed, in most cases it won't be a shunt move that takes the train towards the board. On the mainline it's common to have a LOS board at the end of a shunt move. For example Hertford North platform 1 used to have one at the country end, denoting the end of the shunt move for a train signalled out of the carriage sidings. Pass that and you'd be heading wrong-way down the up line. On LU not all locations have a board. For example, reversing N-S at Mornington Crescent used to involve stopping at signal E.4 then changing ends. The reversing point could be a semi (as there), which might be held at danger. At some locations the interlocking might be designed so the opposing move couldn't clear with such signal off. Driver's line knowledge comes into play here, knowing where to stop even if the signaller has inadvertently cleared the signal at the end of the reversing berth. At other locations, eg Piccadilly Circus (Bakerloo) the signal at the end of the reversing berth might be a normal auto. Answering a point raised elsewhere, there may or may not be a signal at the end of the reversing berth. Generally on the Central Line there isn't. TBTC is different, and a reversing move will only get a target point as far as is necessary. The driver still needs to know where to stop though, in case he needs to do the move in RM for some reason. A LOS board is still provided for that reason. Likewise, during failures remote securing may be used, the driver needs some idea what RS1 means, for example.
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Post by North End on Dec 19, 2015 14:23:39 GMT
Some moves on certain lines are so rare, there are drivers who have probably never done them. I am aware that DVD's / videos are produced fir certain moves that don't occur in normal day to day operation. But surely, if you follow the signals, there isn't a massive amount that can go wrong. For example, how many Central line drivers have done Northolt EB to WB via main line shunt? It depends. Some moves are naturally easier than others. The consequences of a mistake can vary. Stop in the wrong place and change ends and it will cause a delay. Miss a signal you didn't know was there and that's a SPAD. Likewise if you don't know the speed then you could go too fast and potentially cause a derailment. What about if there's an unexpected failure and the simple move you thought you were doing then turns into something more complex? Again greater potential for delays, and more importantly for mistakes to occur. The above list is by no means exhaustive. A certain amount of common sense applies, for example a driver might be happy doing an unfamiliar basic move after a quick refresh of their Line Knowledge Book. But for a more complex move, like going into a depot, this is not sufficient in my view. Generally speaking, a driver should never be in the position where they're doing something they're not comfortable with.
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Post by North End on Dec 15, 2015 0:53:45 GMT
I do find fault with your "habitually loiter around" comment, though. Staff are *far* more useful outside of the offices. If there are no passengers requiring help on the machines, those staff are able to (And frequently do) assist with other matters at the station as required, often helping out staff and not stretching the workforce. If they are stuck behind a window, and there's no customers, they're stuck there. That is not of use to anyone if there's a run on the gateline of people needing assistance (It happens daily). Generally speaking my colleagues and I at King's Cross are very proactive if we have a duty that places us on the machines. Sorry if this is going to "annoy" you but my perception of going through ticket halls these days, especially busy ones like KX, ranges from one extreme to the other. I either see no staff around despite looking for them or they are in clusters at a gateline having a lovely chat amongst themselves. On going through Kings Cross I've seen no staff whatsoever at the ticket machines or the opposite of massive queues with one staff member shouting at queuing passengers to move to a machine. Now I know some passengers *might* need some encouragement to move to a machine but since when was shouting appropriate? I also note that your comment suggests there might be situations when queue times do exceed 20 minutes - I was shocked to see queues so long at the Northern ticket hall that they were doubled back on themselves and nearly blocking the gateline. Something's seriously wrong if a pretty spacious ticket hall can almost become blocked because of ticket queues. One aspect that seriously concerns me about these changes is that closing ticket offices has removed a load of options for passengers that in the past were simplicity themselves. You asked the clerk to do something and they did it. Now no one at a station can do it. Where's the info for the passengers to tell them this? Examples are buy an Annual Bus and Tram Pass, have a Gold Card issued and discount set in one transaction, get higher value refunds, get a proper print out of your Oyster card details etc. Someone sitting in a nice "process team" has decided that the way to treat passengers forking out massive sums of money is not to accept their business at stations at all! That's going to be fun in a couple of weeks with the usual ticket renewal surge. I'm sure you are diligent but not all LU workers are - for a whole load of reasons. I've worked with and managed some of them in times past! Having stood in ticket halls for hours on end doing customer service duties I know it can range from manic to deadly dull. On freezing cold nights out in the suburbs the temptation to "disappear" from public view must be very strong for some employees. Must admit I agree with all of this. It's all very well saying staff can assist with other things if there's no passengers to assist on the machines, however the moment staff are away from the machines then users are now left to fend for themselves. At least with a window you know there will be someone there. Observations at the stations I pass through regularly (including KX) suggests it's not uncommon to find no staff assisting at the machines, with massive queues in consequence. Meanwhile, Euston has been total chaos at certain times. The chaos around the ticket machines means it can take a ticket-holder several minutes to get from the station entrance to and through the gateline when busy. And Euston Square now boasts a nicely replica-tiled wall where the ticket office used to be. No idea if this is permanent, however now it's a pain to have more people congretating at the bottom of the stairwell (where the machines are) working out how to use the machine. Sometimes there's staff there, more often not. Hardly a pleasant workplace, standing at the bottom of a cold, windswept, noisy stairwell, breathing in fumes from the congested Euston Road. Not world-class.
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Post by North End on Dec 13, 2015 22:07:09 GMT
As an occasional user of the 06.57 w/b Picc from King's Cross, which reverses EB>WB, I've noticed that it can have 2 or 3 members of staff in the cab. I assume that these are trainees, or staff refreshing their knowledge, on a crossover scheduled to be used twice (?) per week on a Sunday morning. Are t/ops actively scheduled to 'double up' on these turns, does somebody identify them so that everybody gets a chance to go over the crossovers etc? What happens if the member of staff has gone past the prescribed period without going over said crossover - can they continue duties, but refuse to go over the crossover without an escort? Could they go ahead if they felt confident in their knowledge of it anyway, or it a strict no-no? (Some of the arrangements of these two particular trains can leave something to be desired. A few years ago it seemed practice for a PA to be made on the westbound platform to advise passengers that the first w/b train was on the e/b platform, and PAs to be made on the e/b platform to advise that the train was to Heathrow. These appear to have ceased so passengers either go the wrong way or are kept waiting on the w/b platform! Another station assistant attempted to prevent me and others from boarding the train, saying that it was for staff use only - fortunately quickly overruled by the train operator). I can't think of any reason why more than one driver would be *required*. There is the possibility that Instructor Operators could request that duty to do the move with a trainee, although I wouldn't expect that to happen every week. Being the first train, it could be used as a means of taking Train Operators, or other staff to work? First trains can quite often be frequented by, for example, operational managers on their way to their office. This is quite permissible, as it's in the execution of duty. Drivers that follow the roster will do every (timetabled) move covered by their depot at least once per roster cycle. This doesn't guarantee that every move on the line is covered, as not every move is timetabled, and not every timetabled move is covered by every depot. However the requirements for trainees can be different. For example, on the Northern Line only Golders Green drivers are booked to use Edgware Depot, however a trainee from every depot *should* know how to do it as part of their road training. (Even if subsequently they don't then cover it for years and need a pilot when they do have to do it!). :-)
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Post by North End on Dec 13, 2015 22:03:48 GMT
I seriously hope the 'hologram' fake person things don't last long and are only a trial, completely rubbish idea, who the hell would come up with that?! Same goes to the stand on both sides experiment at Holborn, another stupid idea. I do like the LCD screens that swap between messages that are in the style of the more conventional 'Stand on the right' signs inbetween escalators. Can be seen at Shepherds Bush on the Central line. Blue footprints also a good idea, finally the tourists and idiots know have a way to easily know which side to stand on and the handprints on the escalator handrail belt are a good idea too, nothing wrong with some encouragement to hold onto it! Being cynical, they're a good thing to put on your CV. "I was responsible for the installation of a hologram on XXX escalators, on these escalators during the time in question there was a 1% reduction in accidents".
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Post by North End on Dec 13, 2015 22:00:54 GMT
I've recently acquired a number plate reading RFNX 265 B. From that I obviously know what line, but the 200 series of Auto signal numbers was confined to the stretch north of Finchley Central on the Northern line, and there were no floodgates in that area! Doe anyone know if there was a change in the numbering used during one of the auto section resignallings, and if so where this plate came from? The original 200s series included the Charing Cross branch, and the original branch as far as Archway. A couple of relics survived until TBTC, for example E.233 and E.234 at Camden Town. The automatic signalling between Strand and Kennington was modernised October 1976, so that's almost certainly when the number was changed. I presume it's not one of the ones which is square(ish) and with a black border? Being a floodgate signal, if my understanding is right it would be too 'modern' for that.
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Post by North End on Dec 8, 2015 11:41:54 GMT
Hope not, but you never know. They (the light boxes) were renewed only a few years ago. If I remember rightly, Gloucester Road retains its old indicator alongside new (as does Earl's Court, of course). I'm not sure if the Harrow indicators are regarded as sufficiently 'heritage' though. Barons Court still has them. 15 years ago many, many stations still retained them.
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Post by North End on Dec 8, 2015 11:40:11 GMT
Will be shut from 3.1.16 till 16.8.16 Shame. On the way to a recent training course at Shepherd's Bush, a few of us remarked how this is one Tube station that still retains the atmosphere of the 1980s. No doubt this will be lost during the inevitable refurbishment.
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Post by North End on Dec 3, 2015 1:02:59 GMT
Yes to comfortable seating... and lets hope that the seats are nothing like those on the High Speed Javelin trains. The seats on the 378's may not be the best, but its IS possible to have worse; an accolade I grant to the Javelin trains. Thin foam on a hard base. Truly dire. Simon Nothing in life ever gets better, especially nowadays. Most new variations of train seat have become progressively less comfortable, since a high point about 10-15 years ago. The seats in the new class 377/6s and 387s are awful, especially compared to the earlier Electrostars. Sadly LU has gone the same way - for example the 95 and 96 stocks post refresh. It's very strange this has happened, as private cars have tended to get better over time, so one would think trains would have gone the same way.
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Post by North End on Dec 3, 2015 0:56:53 GMT
The term Guard/Motorman was still in use in the late 80,s early 90,s. I was one on the Central Line in 1990. Maybe it was still used unofficially at that time, especially by the older crews. There is still a sign in the north shed at Queen's Park which reads along the lines of "Motormen must draw right up to signal". To this day a small handful of drivers still put it before their name when writing memos.
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Post by North End on Dec 3, 2015 0:52:43 GMT
I'd say we almost certainly will. The official term is a "soft" opening (who comes up with these things?!), and I've already seen this mentioned in respect of this. I wonder if this is a Northern Line thing, as we've seen it before at TCR (a Northern-managed station), and for the various TBTC commissionings.
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Post by North End on Nov 26, 2015 23:14:56 GMT
it has been done before and it does mean more people are carried on the escalator. A moving person takes around 3 treads. Does this trial apply to all the escalators at Holborn, or just the main up escalator leading to the street? I could understand the latter as it allows people to leave quickly, however the problem at Holborn has never been the escalators, but the torturous nature of the low-level passageways and conflicts between various flows of passengers in the circulating areas. The last thing needed is a greater flow of people being deposited at the bottom of the Piccadilly Line escalators, where already the slightest problem results in people blocking back onto the escalators and a diamond being pressed.
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Post by North End on Nov 26, 2015 14:25:55 GMT
Sadly the weekend service remains a pathetic (by LSE standards) two trains an hour on both the Welwyn Garden City and Hertford North routes. ... How the other half lives! If you think two trains an hour on a Sunday is pathetic, what would you call the 1tph many lines get south of the river? The WGC trains in particular are often very lightly loaded off-peak. I agree the Hertford line could possibly benefit from more trains at certain times, but probably only inwards from Gordon Hill. (What the Hertford line could really benefit from is some limited-stop trains outside peak times, but I can't see this happening, again because the demand doesn't seem to be there).
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Post by North End on Nov 26, 2015 14:20:47 GMT
When it comes to SOUTHBOUND connections, passengers already aboard a train heading to Moorgate who desire to go to King's Cross would surely either a) alight at Finsbury Park and use the spiral staircase to access the Victoria Line or b) alight at Highbury & Islington and use the cross-platform connection to the Victoria Line I know of no sensible person who would alight at Finsbury Park and then wait for a National Rail train into Kings Cross ! The frequency of trains on the Victoria Line is much greater, and it can be extremely frustrating if you change to a NR service at Finsbury Park, only to have that service held at signals outside the last tunnel before Kings Cross, awaiting a path into a vacant platform It's surprising how many people *do* board mainline trains at Finsbury Park for the short journey to King's Cross. Being cynical I always assumed it was so they didn't have to pay, however nowadays both Finsbury Park and King's Cross have gatelines (albeit frequently left open) so perhaps this isn't the reason. Definitely quicker to take the Victoria Line, especially changing at Highbury off a Moorgate train, so I don't really understand why people use the mainline, but they do. As far as I know tickets are inter-available.
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Post by North End on Nov 26, 2015 2:34:48 GMT
Which lines have forced ventilation (apart from S stock)? Central does 1992 - obviously Jubilee 1996 does Northern 1995 does Victoria 2009 does Does the Waterloo & City use the same system as the Central Line and is the Victoria Line system the most effective as its usually nice and cool. Personally I find the Jubilee and Northern can be quite hot even with the vents open. If you're referring to the sliders above the seats, on 95 stock (and presumably 96 stock) these don't do anything at all, and are dummy fixtures. Never been able to get an explanation as to why the trains were designed this way. I'm unsure whether the 92 stock is the same. I've always been sceptical about the forced ventilation on the 95 stock. My view is it makes a lot of noise for minimal gain, although to be fair in the hottest conditions you can notice the difference on a train where it's not operating. Some drivers switch it off in mild weather, and particularly in the evenings this gives a very noticeably quieter and more peaceful journey. It's also surprising how much tunnel dust these draw into the cars. This might be rose-tinted spectacles, however I always remember the 59 and 62 stocks being fairly good in hot weather, as the opening windows produced a good breeze through the cars. On a 95 stock, basically the rail/tunnel noise through open windows is replaced by noise from the fans running, with at least as much dust entering the car. Of course, probably the biggest contributor to excess heat is that generated by braking, especially the rheostatic brake. Notice how much cooler the Victoria Line is now regenerative braking is in use, compared either to 67 stock or the 09 stock in their early days. To be fair, work has been done to enhance the tunnel ventilation system as well, but the commissioning of regenerative braking cooled the Victoria Line almost overnight.
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Post by North End on Nov 23, 2015 16:04:38 GMT
I believe some lines also produce a "Set Working Book". I've never worked with one, however my understanding is it's an official version of the duty book. Only a couple of lines had this, not sure if they still do. The last 'Set Working Book to Working Timetables', for District and H&C Lines, was produced in December 2012. These didn't have Duty details, just what each 'set' (= train on non-proper Lines!) did each day i.e: "Set 16 6-cars Dt Up | 0610 |
| | Empty | Up | 0616 | E Bdwy | 0750 | | E Bdwy | 0801 | Bkg | 0917 | | Bkg | 0918 | Bkg21 | 0923 | Empty | Bkg21 | 0933 | Bkg | 0936 | Empty |
Bkg | 0936 | Wdon | 1052 | AC | Wdon | 1107 | Mans H | 1147 | DY | Mans H | 1152 | Rmd | 1230 | |
Interesting; thanks. What was the reason for these books being produced?
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Post by North End on Nov 23, 2015 15:00:45 GMT
I know that the WTT details the running of trains under their train or set numbers. What is the correct term for the document which tells train crew what their duty is, which train to pick and where, etc? I remember on the Central in the seventies they were linen back documents which folded up. Any examples anyone can post of either then or current practice? Many thanks There's duty schedules which exist for both normal and special working, which break down each duty, and are normally posted in a folder at each booking on point (or alternatively they could be placed in a notice case) - however these only quote the locations where the crew will take over and hand over the train, they don't say where the train goes. To provide more detailed information about each train, there's the "train & duty analysis", which contains a set of sheets detailing the working of each individual train. Again there will be separate versions for Mondays to Fridays, Saturdays and Sundays, plus separate ones for special working. These will again normally be provided in a folder at each booking on point. When special working applies, crews will normally need to consult the duty schedule and note down each train their duty works, then consult the analysis sheets to see where the train goes. Finally, crews should check the Working Timetable or Timetable Notice for any additional notes, or most importantly to identify if they are the last train. For normal day-to-day purposes, most lines produce a Duty Book which collates all the relevant information. However, the caveat is the duty book is not always an official publication. I believe some lines also produce a "Set Working Book". I've never worked with one, however my understanding is it's an official version of the duty book. Only a couple of lines had this, not sure if they still do.
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Post by North End on Nov 19, 2015 14:52:26 GMT
there is a particularly steep gradient on leaving Bow Road eastbound. The steepest gradient in use by passenger-carrying services on the Underground, apparently, at 1 in 32. Thus saith Video125 anyway, who (like R2-D2) have been known to make mistakes ... from time to time. Out of curiousity, I've had a look through the gradient plans. Falls steeper than 1 in 32 are common leaving many Tube platforms on the earlier lines. The Northern and Central lines offer some more extreme gradients, including: - Leaving Kennington NB City - 1 in 20 fall - Approaching Old Street SB - 1 in 20 fall - Leaving Borough SB - 1 in 24 fall - Central Line WB leaving British Museum - 1 in 25 fall - Leaving Oxford Circus EB - 1 in 25 fall - Leaving Notting Hill Gate WB - 1 in 25 fall - Leaving Marble Arch EB - 1 in 26 fall - Leaving Bank WB - 1 in 26 fall - Leaving Bank SB - 1 in 27 fall - Leaving Bond Street both roads - 1 in 27 fall - Leaving Queensway WB - 1 in 27 fall - Leaving Chancery Lane EB - 1 in 28 fall - Leaving Oxford Circus WB - 1 in 28 fall - Leaving TCR WB - 1 in 29 fall - At 3x locations between Angel and King's Cross NB - 1 in 29 fall Most of these last only for a very short distance however, typically around 50 metres or less. The JLE also get close, with numerous sections of 1 in 33 both rising and falling, including some sections extending over a sustained distance, in particular a length of over 500m rising at 1 in 33 approaching Bermondsey EB. I haven't managed to find any rising gradients steeper than in 1 in 32 however.
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Post by North End on Nov 18, 2015 23:43:57 GMT
Wasn't the incline at Stockwell abandoned in favour of the 'hoist' in c.1907? Mostly yes, the lower section remained to provide access to the two newer sidings. The steepest part starts just upwards of the turnout tunnel leading to the sidings, which was some distance from the running lines, today the Victoria Line cuts through this part of the tunnel. I'm not sure if the remains of the incline to surface were used for any purpose after the lift was brought into use.
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Post by North End on Nov 18, 2015 21:33:13 GMT
there is a particularly steep gradient on leaving Bow Road eastbound. The steepest gradient in use by passenger-carrying services on the Underground, apparently, at 1 in 32. Thus saith Video125 anyway, who (like R2-D2) have been known to make mistakes ... from time to time. I'll have to check the plans, but I'm sure there are some short steeper downhill sections on the Northern leaving certain tunnel platforms, albeit only very short. Bow Road may be the steepest of any real length though. Can't resist mentioning that the steepest gradient of all was the incline up to Stockwell Depot, abandoned since 1924.
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Post by North End on Nov 18, 2015 21:04:14 GMT
I hope a kind District operator will kindly answer this question which is bugging me I've noticed on various cab ride videos that there is a particularly steep gradient on leaving Bow Road eastbound. Half way up the slope is a signal. If you have to stop there, how do you pull away without rolling backwards seeing that the throttle and brake are on the same lever? You make sure you don't put the handle in off & release by mistake, and don't dwell in that position when moving off. Also sensible to make sure you haven't lost the pilot light whilst stopped, as that will cause the train to roll if you attempt to motor without it. On the Northern Line West Finchley southbound is the favourite place for this. On a 95 stock you can hold the train on the deadman (put it into a motoring position then twist the handle). Not sure if this works on D or S stocks, however I've always looked upon this as bad practice, as it's not really what the deadman is there for.
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Post by North End on Nov 12, 2015 11:26:13 GMT
And the King's Cross loop, too You can only go south-south from the Euston loop, to go south-north, you have to continue into the King's Cross loop. But, of course, you're right, reversing at Mornington Crescent is unusual, but not unheard of. The south-north move is a passenger move, so you just change ends in the platform and go back in the other direction. Doable, but certainly disruptive given the location. Terminating at Euston (city branch) as you say has the advantage that you can get the train out of the way in the loops and you don't have the issue of dumping passengers on the southbound platform and then heading off north from the "wrong platform". On the downside, you do have to detrain and the move into the King's Cross loop conflicts with the northbound main. The trouble is, the only other alternatives are Charing Cross, Moorgate, or all the way to Kennington or beyond. Of course in the good old days there was a reversing point at London Bridge which was removed during the rebuilding of that station when the Jubilee Line extension was being built It doesn't help that the Euston move has been unavailable for months, as due to a Thales error with their Seltrac signalling, the first part of the move likely has to be done in RM, which due to the inflexible nature of Seltrac is highly time-consuming and disruptive. As usual with this system, this restriction has been in place for months.
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Post by North End on Oct 29, 2015 21:45:57 GMT
The signalling project has been in progress for a decade without delivering an inch of resignalled railway, by contrast the S stock rollout has gone reasonably smoothly. Au contraire, ye of little faith, the test track at Old Dalby has had some kit put on it Not forgetting a control centre at Hammersmith that's (reputedly) too small. Think they got as far as building an SER at Watford for the Westinghouse contract - wonder if that will be suitable for re-use?
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Post by North End on Oct 29, 2015 18:03:53 GMT
The rollout will have to continue slowly over the coming months both because of existing depot and other constraints and also because of further berthing constraints next year for example the work to make Hammersmith depot / sidings ready for ATC. Wait, are we now abandoning the idea 'sweating the (d) stock' explanation of a few weeks back? Initially introductions were delayed for a variety of reasons: Drivers not trained, infrastructure work not finished, Earth rotating on its axis, etc. Then, suddenly, it wasn't down to any of these things, it was because LU were 'sweating the stock'. Now we seem to be back to a new trickle of excuses/reasons for slow introduction of S stock. To be clear, only one of these types of explanations can be sensibly considered to be correct. If they are sweating the stock, the other explanations are a complete irrelevance. If, on the other hand, they are not, then the other explanations are what accounts for the seemingly never ending sequence of delays. But it can't be both Compared to the resignalling fiasco, LU twice changing their mind on system/supplier, and finding themselves boxed into the unfortunate position of now only having one realistic supplier, the completion of S stock rollout being a few months late is the least of anyone's worries. The signalling project has been in progress for a decade without delivering an inch of resignalled railway, by contrast the S stock rollout has gone reasonably smoothly.
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Post by North End on Oct 17, 2015 21:20:08 GMT
Was the 1992 tube stock the first to be made in the Far East?? It seems like it.. It's not so much the quality of the build, more that the stock was unfortunate to be designed and built at a time of rapid change in rolling stock design. This meant they were pioneers in many respects - both in terms of their construction and also more importantly the technology. The drawback of this is that firstly they didn't have the benefit of past experience which made them more prone to issues, and then during a period of rapidly advancing technology they were obsolete before they even entered service, which over time has led to issues with obsolete components. By comparison, the 95 and 96 stocks have been much better performers - especially the 95 stock. The 96 stock also had outdated traction equipment, but still much more modern technology compared to 92 stock. Meanwhile the 95 stock traction package was conceived at a time when technological progress had settled down, such that the 95 stock traction package is not radically different to trains being built today. It's also worth adding that the Central Line is a demanding line, particularly compared to any of the sub-surface lines, long runs and sustained high-speed running, mixed with an intensive service through the centre of town. All this is unfortunate as, personally, I quite like the 92 stock -- however it has to be said the 95 and 96 stocks are much better trains in virtually every respect, despite only being a few years younger.
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North End
Beneath Newington Causeway
Posts: 1,769
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Post by North End on Oct 16, 2015 13:07:02 GMT
Once upon a time, stations had booking offices in which passengers could buy a ticket to travel on the railway from a staffed ticket sales window which sold the full range of available tickets. That however is history, and nowadays passengers who want a ticket which is not sold by a machine or cannot be paid for using an electronic chip card are left high and dry. To discourage passengers passing through Gants Hill from remembering how things once were done, the ticket sales windows have been hurredly replaced by a tiled wall. I say 'hurredly' because whilst the sales windows closed on 7th September it took less than a month for them to have been completely obliterated. My photo is from 4th October. See attached photos! Simon ---------------------------------- A sad sight all round the combine. I don't work in a booking office and rarely use one, however ... my feeling thusfar is that the booking office changes have not really worked well. Euston station has been total chaos since the booking office closed, it now takes longer to get in the station due to congestion in the booking hall area. Elsewhere, the situation seems to be one of: 1) No staff in sight, passengers left to fend for themselves. 2) Staff standing around with nothing to do, so eyeballing every passenger as they enter the station. If staff were behind a window, they would be able to carry out other useful tasks. 3) Chaos - with loads of people trying to gain access to the staff for help, no orderly queue, and people taking longer to buy tickets as a result. Maybe things will sort themselves out in time, but so far my feeling is a big thumbs down.
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North End
Beneath Newington Causeway
Posts: 1,769
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Post by North End on Oct 15, 2015 18:49:41 GMT
The S stock speedo's are basically a screen indication and a software update could change the miles to kilometers in an instant. The 92's when new had an imperial overlay on the speedo's and metric only came in when ATP was introduced. The S stock was obviously designed in metric (I assume the last imperial train on LU was the D stock) but a screen speedo is easy to change to imperial for the time being. And it makes sense for the S Stock to be imperial at the moment but easily upgradeable to metric. The current system on the SSL will likely be based on imperial measures whereas the new signalling that's been on the cards for years and years now will most likely use metric too. If I'm not mistaken the Northern Line went metric with their signalling upgrade as well. The Northern still uses mph, and I'm pretty sure so does the Jubilee. Having said that, the speeds input by the signallers into the system (for example for a TSR, or a speed ceiling on a specific train) are in kph, albeit with mph displayed alongside in brackets. The Victoria Line used mph initially, however I recall reading that a subsequent software drop proposed to change to kph. The last I remember is this reading a circular saying this was about to happen, so I presume the change was made. The circular wrongly stated this would be the first railway in Britain to use kph. Can't see a need to change, everyone's happy with mph.
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