I would suggest that from the point of view of passengers who hated being turfed off Uxbridge trains here, the change which makes it impossible for a train to enter the sidings from the westbound line at Hillingdon is a very welcome upgrade.
I wonder though if its as welcome operationally.
Ah well, lets all praise the computer - for whose convenience we shall adjust our lives!
But, more seriously, I would hope that the real reason is the longer length of the S stock trains which required the siding layout to be modified. This maintains the meme of 'progress'.
The layout mods were only carried out recently, Long after the S stock were introduces.
Some sidings modifications were carried out to lengthen roads before S stock introduction.
The recent work was to simplify the layout, the main disadvantage of this is that if you get a failure at uxbridge it is not necessary to curtail services at ruislip, and less trains can be turned at Ruislip than cout be turned via the depot.
I feel sure that there was a time when Hillingdon was a destination in its own right (by which I mean that it was shown at the front of the train during its journey).
Certainly was, this being my local station in the millenia, there were regular occasions where trains finished and more commonly entered service at Hillingdon, both the A60/62 and 1973 stocks had Hillingdon on their roller blinds. Unsure if it was ever included in the S stocks tranche of destinations codes.
Unsure if it was ever included in the S stocks tranche of destinations codes.
Ickenham is also available from Uxbridge (?!?)
Possible to shunt from Ickenham eastbound platform to Ickenham westbound platform via a mainline shunt over 6 points. It's a colour light move cleared by MU9B signal. Also possible to shunt from the eastbound main into Ruislip siding (cleared by shunt signal MU9A).
I rather suspect these don't appear on the list of the top ten most commonly carried out moves on London Underground However, one could imagine an Uxbridge - Ickenham service during engineering works. Possibly. Also, during disruption, one could imagine a train that had departed Uxbridge being turned around at Ickenham or put into Ruislip siding.
Codes are available for Hillingdon westbound; - all stations, - fast to Harrow - non-stopping Preston Rd and Northwick Pk.
Ickenham is also available from Uxbridge (?!?)
possible to run a service Uxbridge Ickenham, reversing via ruislip siding, can't imagine circumstances where that would happen though.
No need to go into the siding. In fact, the only routes out of the siding are into the depot, or onto the eastbound. So if you did reverse at Ickenham eastbound via the siding you'd go eastbound main to Ruislip siding to eastbound main to westbound main. Obviously makes a lot more sense to go eastbound main to westbound main. But one could I suppose imagine a train terminating at Ickenham eastbound being recessed in Ruislip siding for a while to let other services go on through, especially if it was a dud. I wouldn't have thought it would be particularly worthwhile though?
It’s all about cutting maintenance costs down especially with points which rarely get used.
A little off topic I know, but... They were also unreliable, but then the same could be said about most double or single slip layouts!
Uxbridge had some very non-standard and unconventional route locking arrangments because one of the reception roads was too short even for an A stock to berth between the shunt signal to the sidings (MW52, an old friend) and the outlet to Hillingdon (MW25, from memory). The other reception road was only useful for bringing trains in/out via Hillingdon because you couldn't get to the station from it, so it made sense to remove it, plus I'm not sure how well the Seltrac application data would work with trains stradling points and reversing.
I'm not saying I ultimately agreed with the change though - my job was simply to test the alterations!
THanks for the replies, sorry I'd forgotten I'd asked the question only remembered today.
Amid all the other gen, was it established if there are 73TS RAT cars this year or not..... the thread gave loads of useful data but don't think answered my question )
There are indeed 1973 stock RAT trains out for the duration of the lead fall season/timetable. Same set up a last year with one unit for each open end of the line respectively using the exact same numbered 3 car formations as before.
Child of Middlesex, student of the City, resident of the Metropolitan
Uxbridge had some very non-standard and unconventional route locking arrangments because one of the reception roads was too short even for an A stock to berth between the shunt signal to the sidings (MW52, an old friend) and the outlet to Hillingdon (MW25, from memory).
MW25 was the shunt signal into the shunt neck that a train going back into the sidings via MW52 would pass.
MW24 was the colour light outlet signal to Hillingdon. Is the colour light outlet signal to Hillingdon in fact.