Deleted
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Post by Deleted on Aug 6, 2014 21:43:58 GMT
I always understood that Moorgate control was provided for dead-end platforms (and some sidings, I believe) to prevent a collision with the buffer stops and/or wall. However, I gather Moorgate control was also provided at Morden before TBTC (certainly on platform 2 (and 1)) and quite possibly other locations as well. Morden is not a dead-end, though, the tracks continue straight on into the depot, so I was just wondering why Moorgate control was provided at this location.
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North End
Beneath Newington Causeway
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Post by North End on Aug 6, 2014 23:04:10 GMT
I always understood that Moorgate control was provided for dead-end platforms (and some sidings, I believe) to prevent a collision with the buffer stops and/or wall. However, I gather Moorgate control was also provided at Morden before TBTC (certainly on platform 2 (and 1)) and quite possibly other locations as well. Morden is not a dead-end, though, the tracks continue straight on into the depot, so I was just wondering why Moorgate control was provided at this location. I don't have the relevant diagrams to hand (I'm on laptop in Barrow-in-Furness as I write this!), however from memory it's almost certainly more related to short overlaps on the fixed red lamps at the south end of the platforms. |
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Deleted
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Post by Deleted on Aug 6, 2014 23:17:47 GMT
Ah so there's a danger that a train could've SPADed the FRL and then collided with a train sat just outside the station on 41 road? (Without the speed control in place, that is)
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Post by superteacher on Aug 7, 2014 8:48:29 GMT
Quite a lot of locations without buffer stops had (and in some cases still have) speed controlled approaches where a full speed overrun would set up a conflicting move e.g. Kennington Bank branch southbound. The normal position for the points at the south end of the platform was for the Morden line, which could be an issue if the route was set for an ex Charing Cross branch train. Not strictly Moorgate control, but a similar principle.
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Deleted
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Post by Deleted on Aug 7, 2014 23:13:23 GMT
Quite a lot of locations without buffer stops had (and in some cases still have) speed controlled approaches where a full speed overrun would set up a conflicting move e.g. Kennington Bank branch southbound. The normal position for the points at the south end of the platform was for the Morden line, which could be an issue if the route was set for an ex Charing Cross branch train. Not strictly Moorgate control, but a similar principle. Yes that's very true. That was done with draw-up signals though, wasn't it? Certainly at Kennington Bank branch I think it was. |
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Tom
Administrator
Signalfel?
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Post by Tom on Aug 8, 2014 4:56:17 GMT
Not always, it has sometimes been done with a blind trainstop (eg Leicester Sq EB, West Ham EB). In the old days of multiple home signals it was not unusual for the last 'signal' to be nothing more than a blind trainstop, you can still see the gap in the positive traction rail at Oxford Circus SB Bakerloo for instance.
I should also add that in LU signalling systems there is no such phrase as 'Moorgate Control', that is the Network Rail term. London Underground uses the names TETS (Trains Entering Terminal Stations) or TES (Trains Entering Sidings) instead, and it should be noted that TES pre-dates TETS by about five years.
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rincew1nd
Administrator
Junior Under-wizzard of quiz
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Post by rincew1nd on Aug 11, 2014 13:51:35 GMT
Sorry, what's a blind trainstop? Its a new one on me.
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Deleted
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Post by Deleted on Aug 11, 2014 14:06:16 GMT
Presumably just a trainstop, with no signal.
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Tom
Administrator
Signalfel?
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Post by Tom on Aug 15, 2014 21:28:13 GMT
Correct.
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