Deleted
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Post by Deleted on Apr 2, 2012 23:01:24 GMT
While at LPS station recently, I noticed while waiting for an eastbound train that down the tunnel, there were points with a track going to the right. Apparently there are two sidings though? How does the driver get back to the station or are they for terminating/reversing purposes only? How long are they? Can they only fit 1train ?
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Post by auxsetreq on Apr 3, 2012 7:21:04 GMT
Two sidings. Each the same length or thereabouts with a sand drag at the ends. About two cars lengths longer than an eight car train and used for reversing, getting rid of defective trains, engineering work timetables and so on. Drivers get out the way they got in, on their trains.
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Post by superteacher on Apr 3, 2012 13:02:43 GMT
In the past, they were used regularly in the off peak.
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Post by Deleted on Apr 3, 2012 18:17:42 GMT
Thanks for the replies. Just goes to show how much tunnel work was required not only for the main routes but for the sidings.
Always intrigued how they build so many different lines and tunnels without them caving into each other.
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Post by auxsetreq on Apr 4, 2012 8:37:12 GMT
Thanks for the replies. Just goes to show how much tunnel work was required not only for the main routes but for the sidings. Always intrigued how they build so many different lines and tunnels without them caving into each other. If you go to places like TCR where there's a lot of digging going on you'll see swivelling laser devices mounted on the ceiling that now and then shoot a beam at little reflectors placed here and there. I imagine it's to monitor the existing infrastructure for movement. The same was done between Stratford and Leyton and the Westfield development at White City. It's quite disconcerting. Every now and then one sees a flash of red laser light. |
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Post by phillw48 on Apr 4, 2012 10:17:30 GMT
I would like to see a virtual 3D map of the Underground. No doubt one exists but for security reasons it is not in the public domain.
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Ben
fotopic... whats that?
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Post by Ben on Apr 4, 2012 12:05:18 GMT
Well geographic maps exist, as do geographic track diagrams. Combine it with gradient profiles and double check with (most of) the layer ordering on a tube map when disected in a vector graphic programme... I'm sure one could be constructed! Would be an interesting project as a demo model, plastic straws maybe?  Though, undoubtabley as you suggest parts of the network and certain drawings would be restricted. Comms, power, signals perhaps, running tunnels perhaps not... |
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Post by phillw48 on Apr 4, 2012 17:09:59 GMT
There are tunnels under London that are very hush-hush connecting various government departments and such as the MI5 headquarters.
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Post by uzairjubilee on Apr 4, 2012 21:15:59 GMT
Two sidings. Each the same length or thereabouts with a sand drag at the ends. About two cars lengths longer than an eight car train and used for reversing, getting rid of defective trains, engineering work timetables and so on. Drivers get out the way they got in, on their trains. Is there no way for drivers to leave their trains in the tunnels and walk out of the sidings? |
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Post by Deleted on Apr 5, 2012 10:10:02 GMT
I’ve never walked out of the sidings at LIS but I’d imagine it’s pretty much the same everywhere; juice off, key protection switch operated, maybe with the Station Super to walk you out in case you got lost.
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North End
Beneath Newington Causeway
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Post by North End on Apr 5, 2012 11:16:54 GMT
I’ve never walked out of the sidings at LIS but I’d imagine it’s pretty much the same everywhere; juice off, key protection switch operated, maybe with the Station Super to walk you out in case you got lost. In the case of Kennington, the established procedure is for a northbound train to stop at the crossover tunnel, and once the Train Operator has demonstrated that the train is secured, to walk directly to or from the train in the siding. No keyswitch operation is required, as a train in this position will maintain the siding outlet signal at danger. At Tooting Broadway and Archway the normal procedure is used, namely to operate the keyswitch and walk to and back from the train, holding a train in the platform as well if one is present. The Supervisor will always walk, for that is the only way of guaranteeing that protection is in place. If the train in the siding is known to be unattended (but only if 100% sure), it is safe to simply hold a train and not use the keyswitch. Traction current would be discharged if any member of the group requests. |
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Post by auxsetreq on Apr 6, 2012 8:46:22 GMT
I’ve never walked out of the sidings at LIS but I’d imagine it’s pretty much the same everywhere; juice off, key protection switch operated, maybe with the Station Super to walk you out in case you got lost. One can walk a fair way to the sidings without using the running tunnel at all as there is a route through the disued area past the two storey P-Way cabin to reach the siding circuit breakers and cross passage therefrom to each running tunnel IIRC not far from the siding turnouts. There is, or was a door at the rear end of Liverpool St WB platform. Seen as an escape route for us guards who wanted to flee the operatics of the singing signalman and boss eyed Robby who is still about. Now and then a body would come through the door, hear *The Voice* and go back again in a state of terror. The singing signalman had quite a fan base. I wasn't one of them. We are also not fans of Olly Murs or *Professor* Brian Cox. The pair of 'em are up to all sorts beneath Marble Arch sidings............ |
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Post by ruislip on Apr 6, 2012 14:15:28 GMT
In the past, they were used regularly in the off peak. Lots of shorts ex-Marble Arch and ex-White City IIRC. Plus when the 92 stocks were introduced, weren't there also some ex-West Ruislip off-peak shorts using that siding? |
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castlebar
Planners use hindsight, not foresight
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Post by castlebar on Apr 6, 2012 14:47:53 GMT
As Ruislip says, the "middle of the day" (middle of the-) Central Line service was intense, stacked up block on block in the 60s & early 70s. Liverpool St shorts were perhaps 1 in 4 of the service at lunch time, and many of these were only from Marble Arch. But they shifted the shoppers meaning that trains for beyond Liverpool Street weren't stuffed with pax as they travelled across central London. I seem to remember some late afternoon Northolt terminators too, to take them back home.
As somebody else said, the "shopping centre of gravity" has now shifted westwards, so much less requirement for Marble Arch terminators (from the east), but I can still see a need for an intensive White City - Liverpool St service mid day although shopping hours are now much later too.
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Post by Deleted on Apr 7, 2012 10:55:07 GMT
Also in the 70s the service was a lot less intense on the branches. However by the mid 80’s as frequencies increased, the Marble Arch & Liverpool Street reversers started to hold up the through service. At least at White City and now Leytonstone, reversers can be put out the way of through trains.
I also recall that (in about 1986/7) an empty train was scheduled in the morning peak to start from Liverpool Street sidings and brought out westbound to ease loadings through the central area. The process meant that already packed westbound trains had to be held between Liverpool Street & Bethnal Green while the train was brought out. This also held up the service. The idea was discontinued as a result.
There was a plan discussed about twenty years ago to add another platform at Liverpool Street, so this process could be managed better.
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Post by superteacher on Apr 10, 2012 16:11:17 GMT
When they ran 24tph in the central area, the service pattern used to be:
Ealing - Hainault 6tph
West Ruislip - Loughton / Epping 6tph
White City - Liverpool Street 6tph
Marble Arch - Liverpool Street 6tph
So basically, it was every other train that terminated at LIS.
On one timetable, the White City - Liverpool Street trains were extended to Leytonstone.
As for off peak West Ruislip to Liverpool Street "shorts", I seem to remember these being run on a Saturday at some point - MRFS help please!. Don't think they did on Monday to Friday though, except the odd train at the end of the morning peak which then became LIS - WHC trains for the off peak.
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Post by Deleted on Apr 11, 2012 20:59:56 GMT
mmm railtecs post reminded me of an announcer at liverpool st central line in the mid 60s who used to almost sing the anouncements, anyone remember him ?
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Post by Deleted on Apr 11, 2012 22:01:03 GMT
mmm railtecs post reminded me of an announcer at liverpool st central line in the mid 60s who used to almost sing the anouncements, anyone remember him ? There was a singing announcer at Liverpool Street Central Line c.1982/3. He was rather good IMHO. Nowadays of course he'd need a voice auto-tuner to interest the listening public, as that seems "de rigueur" on those appalling reality TV shows like X- Factory or whatever a load of old talent free bo**ocks is called lately. |
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Post by Colin D on Apr 24, 2012 13:42:49 GMT
I also recall that (in about 1986/7) an empty train was scheduled in the morning peak to start from Liverpool Street sidings and brought out westbound to ease loadings through the central area. The process meant that already packed westbound trains had to be held between Liverpool Street & Bethnal Green while the train was brought out. This also held up the service. The idea was discontinued as a result. That used to happen in the sixties and seventies as well. Cannot remember if it was brought when needed to fill a gap in traffic or if it only came at a scheduled time. Maybe our resident WTT guru mrfs42 could shed some light on this. |
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