1992 Stock at Ealing Common Depot

It was moved to Northfields for use on the test track last week, 2 4-car sets moved on Wednesday/Thursday last week.

Wednesday

Thursday

The tripcock should always be at the front of the train not in this case the rear. To be moved in Traffic Hours it must of had a tripcock fitted remember before the resignalling of the Central Line these trains were fitted with tripcocks.

The 92TS at Ealing Common is being used for brake testing on the South Ealing test track, and was transferred to Northfields depot last week as 2 x 4 car units along with the 1962TS RAT as the Pilot unit, the pilot unit provided the motive power, however the 92 TS has Tripcocks fitted and has through braking with the RAT, as the RAT is fitted with 92TS couplers. The RAT can either lead, or propel the 92TS
The 92TS is at Ealing being loaded with weights, the second half of the train will go to Ealing Common for the same, both 92 TS 4 cars will be taken back to Northfields with the RAT and then coupled as an 8 car and the taken to the Test Track for crush
Loaded dry and wet brake tests later this week.
It will have to go back to Ealing in 2 halves to unload the weights and then back to Ruislip depot, via Ruislip Siding.
The 92TS is not allowed to run under its own power off the Central line due to signalling interference issues, however the test track has been immunised so the train can be tested, and is undertaken as a Possession on the Test Track.

Yes, that is correct.

My understanding is the interference issue is related to harmonics that could be created by the traction equipment and is generally a worry only with track circuits of 100Hz or less. This would be an issue between Rayners Lane and North Ealing, but not anywhere else.

Indeed they ran quite happily with 125Hz track circuits before the Central Line was fully resignalled, and the section between Ruislip and Eastcote uses the same track circuits as the Central Line.

Was quite cool seeing the 92TS followed by the RAT sat on the alps, gave me something different to look at after i had stabled anyway

I think they would still create problems for the district and Piccadilly line signalling.

The Picc has 33 1/3Hz track circuits on the Rayners Lane branch, but not anywhere else.

The signalling at Hanger Lane Jct has been modified to detect train length, as I don't think S Stock is allowed under a certain bridge on the route up to Rayners Lane. As a result it should not be possible to send an S7 the wrong way at that junction.

Regards,

Dan

That is a surprise as the S stock is certainly no taller than the A stock which can run between Rayners to Acton albeit at limited speed.

The test track is part of the Picc which is double cut on all roads all the way to Heathrow from just west of Acton Town and has been since the 1970s resignalling long before the newer traction packages were designed.

Ealing Broadway was converted only for the tracks and GR's which have TR/GR to 125hz it still has kept its 33 1/3hz for everything else though. SSL took over only as far as RWM2 just west of North Ealing including to Ealing Broadway and upto the X signals going towards South Ealing.

From what I can gather, there always were two AC mains leaving North Ealing Substation, as Hanger Lane Junction IMR has for some time had relays of both frequencies.

The 125Hz main ran direct to HLJ before the frequency conversion of Ealing Broadway.

That wasn't quite what I was getting at!

My recollection is that Hanger Lane Junction IMR was 125Hz only as were all the trackside relays from that point towards Ealing Common i.e. WM 3,4,5,20/21, 9W. North Ealing and all sites to the boundary on approach to Rayners Lane was 33 1/3Hz. Ealing Broadway part way towards WM1 was 33 1/3Hz as was WP 17 to Ealing Broadway.
ISTR that just west of HLJ on approach to WP17 was 125Hz but I really don't recall how far towards WP17 and I believe that WM1 and its repeaters were 125 Hz

If I am correct (having not worked trackside or within HLJ IMR there since 2001 I could well be wrong) the point I was making was that the 33 1/3 Hz and 125 Hz areas did not overlap but were quite distinct. I presume now that both 125Hz and 33 1/3Hz are either present in the Ealing Broadway IMR or at trackside although I can see that it would be possible to maintain separation of the two if all the 125Hz track relays and signal relays were now outside albeit all the points KLPPR relays being in the IMR.