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Post by jetblast787 on Aug 15, 2019 16:38:00 GMT
Hi all,
Just had a view of trackernet and something popped up during tonight's disruption which caught my eye. T137 appears to have been turned short via the Kings cross Piccadilly line loop. I never thought that was possible, can someone confirm that its a valid move?
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Post by Dstock7080 on Aug 15, 2019 17:14:03 GMT
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Post by MoreToJack on Aug 15, 2019 18:11:07 GMT
An unusual move, but it does happen. As the diagram above states, all is fine as long as the train does not pass L221.
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Post by superteacher on Aug 15, 2019 20:09:40 GMT
Reversing trains via Euston and Kings Cross loops is fairly common during disruption. It’s definitely preferred to the south to north move at Mornington Crescent, because the train can wait in the loop until its correct departure time without delaying other trains.
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Post by goldenarrow on Aug 15, 2019 20:38:50 GMT
If your on a SB platform at or before Camden Town, trains described as “Euston not stopping at Mornington Crescent” reverse via the loops.
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Post by superteacher on Aug 15, 2019 21:02:37 GMT
If your on a SB platform at or before Camden Town, trains described as “Euston not stopping at Mornington Crescent” reverse via the loops. The trains show “Euston via Bank”, which is not technically correct as they don’t actually go via Bank, but merely terminate at the Bank branch platform. The previous 1959 and 1972 stocks displayed “SPECIAL” as Euston was not included on the blinds. 1938 stock had plates for Euston though. |
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Post by londonstuff on Aug 15, 2019 22:34:56 GMT
Can Picc trains hide there too?
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Post by nig on Aug 16, 2019 3:48:55 GMT
Can Picc trains hide there too? No as can only enter and exit from kings cross east bound platform engineers trains use it to get onto Northern line |
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Post by superteacher on Aug 16, 2019 9:18:40 GMT
It is possible to do the Euston loop in passenger service in the northbound direction running from Kings Cross. Quite an unusual move as it involves running directly into the southbound Bank branch platform, thus delaying the service in that direction. It also means that passengers end up on the "wrong" side of Euston station, with the resultant confusion. I have seen trains performing this move detrained at Kings Cross for that reason.
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Post by MoreToJack on Aug 16, 2019 10:24:28 GMT
You can reverse of both east and westbound platforms via crossover though You can’t reverse off the westbound platform; it’s a mainline shunt to reverse west to east at this location. I believe Picc trains can layover in the siding but it is extremely rare. It requires co-ordination with the Northern line Service Control team and, as mentioned, is more disruptive than entering the loop from Euston on the south. Every now and then 1995TS do get lost... ![]() 
Edited by Londonstuff to display non-showing photo. |
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Deleted
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Post by Deleted on Aug 20, 2019 16:25:46 GMT
Back in the days of yore, when I was a Controller on the Northern Line (1970s and early-1980s), and with all the stock and staff shortages (25-30 cancellations per peak were the norm, many cancellations Saturday [but not on Sunday - amazing that!]), I used the King's Cross loop a number of times per shift, not only for late running after a disruption, but reforming a train that had to be cancelled onto a train which was cancelled, for which a crew had become available. As has been said, using Mornington Crescent delays following trains, but that was a useful place to reverse a sleet loco during the Golders Green - Highgate loco changeover (in and out, as they say). Happy days.
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Post by superteacher on Aug 20, 2019 20:06:25 GMT
Back in the days of yore, when I was a Controller on the Northern Line (1970s and early-1980s), and with all the stock and staff shortages (25-30 cancellations per peak were the norm, many cancellations Saturday [but not on Sunday - amazing that!]), I used the King's Cross loop a number of times per shift, not only for late running after a disruption, but reforming a train that had to be cancelled onto a train which was cancelled, for which a crew had become available. As has been said, using Mornington Crescent delays following trains, but that was a useful place to reverse a sleet loco during the Golders Green - Highgate loco changeover (in and out, as they say). Happy days. Slightly off topic, but how did you contact train crews back in those days? I thought that the DRICO (Driver to controller) system only worked in one direction I.e. driver contacting control. |
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Post by Dstock7080 on Aug 20, 2019 20:46:19 GMT
Slightly off topic, but how did you contact train crews back in those days? I thought that the DRICO (Driver to controller) system only worked in one direction I.e. driver contacting control. Indeed it was, train had to be stopped in a tunnel with telephone wires, cables unwound and attached to tunnel telephone wires. Messages usually passed by station Staff. |
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Post by Deleted on Aug 20, 2019 22:11:11 GMT
Back in the days of yore, when I was a Controller on the Northern Line (1970s and early-1980s), and with all the stock and staff shortages (25-30 cancellations per peak were the norm, many cancellations Saturday [but not on Sunday - amazing that!]), I used the King's Cross loop a number of times per shift, not only for late running after a disruption, but reforming a train that had to be cancelled onto a train which was cancelled, for which a crew had become available. As has been said, using Mornington Crescent delays following trains, but that was a useful place to reverse a sleet loco during the Golders Green - Highgate loco changeover (in and out, as they say). Happy days. Slightly off topic, but how did you contact train crews back in those days? I thought that the DRICO (Driver to controller) system only worked in one direction I.e. driver contacting control. Drico was indeed one way. Before train radio, it was telephone only to Supervisors or Running SMs who would then advise crews what was required. |
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