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Post by marri260 on Aug 5, 2023 12:37:09 GMT
I'm a bit out of touch with that part of the railway now but I believe there is a bit of a saga that has been going on fora while with the mirror on P1 for NB Chilterns so they are sent through P2 usually at the moment.
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Post by marri260 on Jun 11, 2023 20:40:13 GMT
Yes, the dot matrix at Northfields WB local seems to like displaying Hyde Park Corner at the moment. Goodness knows why given it isn't possible to go anywhere from that platform other than onto No.5 RD into the depot or the WB to Boston Manor. Still, it disappears after a few minutes so who knows. We have a seemingly never ending signal failure at Northfields on 21 crossover (the crossover immediately after the WB Fast platform) handicapping the Pic constantly for months on end now. Perhaps it has something to do with the signalling data for every Heathrow train (95% of the service is booked down the WB Fast from Acton - Northfields) needing to be edited before they reach Acton to route them into the WB local.
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Post by marri260 on Sept 22, 2022 6:50:42 GMT
I was driving the first EB Picc through the tunnel - or more accurately my trainee was. I was amazed at the number of people on platforms - the train starts at Boston Manor at 0519, a lot busier at most stations then almost peak hour loadings at Barons Court and Earls Court.
By the time we left Gloucester Road EB we were pretty much full, everyone managed to pack on at South Kensington and Knightsbridge and then HPC closed. Lost pretty much everyone at Green Park then returned to the usual loadings for the first train after that. Certainly interesting, but a completely unique circumstance of course.
The trainstop failure on A829A Arsenal EB outer home just after 0700 absolutely crucified the Pic for the remainder of the day. Due to the events, trains were not cancelled in the numbers they would normally be during a similar failure by using Acton Sidings and Northfields. This was understandable given the need to try and move people through London in this circumstance but ultimately all it led to was extreme blocking back on the EB which reached almost all the way back to the airport. We were stuck outside Northfields EB for the best part of 20 minutes waiting to get into an already packed platform to detrain later on.
This failure combined with the ongoing failure since Friday on 21 crossover at Northfields meaning that all Heathrow trains must use the WB local from Acton - Northfields further exasperated the difficulties on the line. This failure has disrupted the service quite significantly over the past few days even on the days where nothing else of note has happened. This is an ongoing intermittent failure on the new unistar points, the same situation lasted for the best part of 2 weeks a couple of months ago, with occasional failures since - it seems this has been a longer failure now.
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Post by marri260 on Jul 7, 2022 22:14:28 GMT
marri260: It's an obvious requirement that the driver needs to see the signals. The new fleet introduces a number of changes. Firstly, it is some 7 m longer than the old train and in some stations the train will have to stop with the cab in the tunnel. This means that the driver might not be able to see the starter signal and the signal might need to be moved. Secondly, current crashworthiness standards means that the driver will sit further from the windscreen, and the sighing though the windscreen will be narrower than on 1973 tube stock. Again this might mean signals will have to be moved. Thirdly, at other locations the train will stop further back from the signal so the driver can see it. This might affect how track circuits are cleared, and might affect capacity. The first two really only require engineering capability to lay out drawings/some basic geometry. The third might need some limited signalling knowledge, but with the support of someone like this forum's Tom, Costain would be able to do the rest. This I know and is all obvious - I was not aware that the contract for the additional co-acting signals etc that is ongoing in the tunnel sections didn't cover the whole line. As I say, the article is very generic and could have meant a number of things, but thanks for clarifying.
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Post by marri260 on Jul 7, 2022 11:32:28 GMT
I believe, some kind of laser monitoring system for ground movement for the HS2 tunnels passing under the Uxbridge branch there, just on the Ruislip side of the Central line / Chiltern overbridge. There are laser monitoring tags (no idea on correct term) attached to both running rails on both roads starting under the bridge and continuing for a short distance towards Ruislip. All appeared perhaps 6-8 weeks ago now at a guess.
One assumes the HS2 tunnels won't be particularly deep at this spot, with the West Ruislip portal a short distance away.
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Post by marri260 on Jul 4, 2022 10:56:30 GMT
Very interesting. Could I please ask for the benefit of someone simple like me, what this will specifically result in, in terms of changes to the actual signalling on the ground / from an operating point of view etc?
Surely this is not anything to do with ATO purely with the lack of funding and company involved - is it more an attempt at minor modifications to the existing signalling, perhaps to enhance the overlaps for slightly higher performance on the new trains where possible?
Again, I can't imagine with the current financial situation that there is any scope for some kind of thorough conventional resignalling either?
Or maybe I completely misunderstand - as I say the article is hard for someone not involved with this kind of thing to draw any specifics or details from.
Thanks for sharing, lots more info on here than via any official channels at work!
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Post by marri260 on Jun 2, 2022 11:29:25 GMT
Yes, SPaD mitigation on WD8A which is just inside the covered way.
Though it isn't at the top of the list, WD8A is stil hit on a regular basis despite the 3 repeaters, 2 speed restrictions, its own sign reminding drivers it is there and WDX643 slowing you right down if there is a train in the EB platform at Hammersmith as you approach it - all in an attempt to mitigate against SPaDs on WD8A.
It has been there for a very long time now the 15, coupled with the 20 'temporary' speed restriction after Ravenscourt Park makes it a bit of a drag going into Hammersmith. If you have to slow for the station starter at Ravenscourt being on (the repeater for this is so far from the platform that by the time you get there it is often clear, but have to prepare for it not to be if the repeater was on of course) it is likely you'll get beaten by a District that you passed at Stamford Brook or Ravenscourt yes.
Not that we can do it any more with the removal of the points of course, but when running down the local into Hammersmith the 25 down the hill and through the covered way always felt like moving at the speed of light by comparison!
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Post by marri260 on Dec 6, 2020 19:48:56 GMT
Thanks very much. If this strays off topic then my apologies and please feel free to delete; why is WL116B required? Could the function for the EB local or fast not just be provided by the theatre route indicator on WL116A? Or do I miss a blindingly obvious reason - guess the outlet from Uxbridge sidings is the same arrangement pretty much to be fair.
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Post by marri260 on Dec 5, 2020 22:48:34 GMT
Are there any signalling alterations as part of the Xmas Acton works? WL116B being removed? I should probably read the traffic circular properly to find out of course...
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Post by marri260 on Nov 22, 2020 23:43:00 GMT
It's been a long time since I was on the PW lectures, but from memory bullhead track is 1435mm and flat bottom is 1432mm, with up to 3mm gauge widening on curves.
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Post by marri260 on Nov 14, 2020 21:44:47 GMT
Very interesting indeed. I assume the area in question is Caledonian Road - Kings Cross WB? (If I may ask please!).
Certainly in the AM peak, that is the major bottleneck for the line. The signaling has a big part to play in that, but so does the loading / unloading of the leading car in Kings Cross WB platform, a vast number of whom only travel one stop to Russell Square!
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Post by marri260 on Sept 28, 2020 17:20:11 GMT
I walked to the Cannon Lane bridge twice from Rayners Lane to get some photos for trees overhanging the footbridge / road that Harrow Council wanted sorted. It was also a good excuse to have a proper look at the famous 'bridge to nowhere' whilst on the way.
The cess on both roads from Rayners - Eastcote is excellent for walking, but there is next to no visibility of WB trains approaching bridge U8 if you are on the Eastcote side of the bridge.
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Post by marri260 on Jul 29, 2020 1:03:26 GMT
Sorry to be so specific but may I ask what the renewals will be at Acton please during these closures? Points renewals one would assume from the previous comments - 40AB on the WB roads maybe?
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Post by marri260 on Apr 12, 2020 0:54:19 GMT
I think we're running 6 trains at Cockfosters to Heathrow 5 and back unless diverted. I'm in later this evening but I have been going in to pick up my allocated train and there have been 6 spares sitting there doing very little. I call the day before and get myself a train. Last thing I want is to sit there doing nothing for hours on end. Quite incredible! The coverage on the west end of the Pic just doesn't allow that at the moment. We're fairly comfortably staffing our 6 or 7 trains throughout the day but no way we could with only doing one rounder each or people not sitting around spare for part of the duties in between bits etc. Usually a discernable difference in coverage between the east and west end even under normal circumstances from my understanding! Sorry to drift a little...
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Post by marri260 on Apr 11, 2020 1:12:24 GMT
It seems that station staff maybe temporarily reducing their hours due to the crisis. Train Ops will still work normally. T/Op's aren't exactly working normally. On our line at Cockfosters, we are just doing one trip to Heathrow and back. I'm booking on at 21:40 tomorrow for a 22:15 pickup. Not bad for some clearly - wouldn't mind a bit of that rather than being hammered with a standard 2 rounders every day at NFD. Clearly varying from depot to depot even on the same line...
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Post by marri260 on Apr 10, 2020 12:11:20 GMT
Yes, two routes available from PJ31 as stated. No indication to the driver which route has been set, aside from observing which direction 21 crossover is set for. Fairly rare to get a route 2 over the long crossover as it is known, as this obviously blocks up the eastbound road and will cause eastbound trains to be held at PJ1 whilst the move takes place. Routing a train from the middle platform via PJ31 route 1 obviously doesn't interfere with the eastbound road at all.
The only advantage of using route 2 is that it allows a westbound train from Southgate to berth in platform 4 as normal, albeit having been drawn up on PJ320 (half way down platform 4, protecting the overlap on the platform 4 starter PJ32). Whereas if PJ31 route 1 was cleared, a westbound train from Southgate would be held just outside the platform at PJ33.
This is one of the notable changes that nobody can quite understand since the introduction of PICU - it is before my time on the Pic, but my understanding is that prior to PICU, PJ320 served to allow a train to berth into platform 4 as described, but with PJ31 route 1 clear.
Personally I find the signalling at Arnos generally quite inefficient overall - there are a number of small modifications and improvements that would be of huge benefit.
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Post by marri260 on Feb 16, 2020 9:56:54 GMT
The access to the depot is between Osterley and Boston Manor. So trains terminate at Osterley and run into the depot. To reverse into the depot, wouldn't the destination be Northfields? No. Detrain Osterley eastbound. Run to WS3B (between Osterey and Boston Manor, just before the bridge over the M4). Wait for the shunt to clear, then proceed over the points into the depot west end reception road. Stop at the stop board. Shut the train down, change ends. Open up the west end of the train. Plunge, then accept WS10A. Proceed empty to Osterley, re enter service there. And repeat. The depot west end reception road is the road immediately behind the fence of the westbound platform at Boston Manor if that helps anyone visualise it. The move above should be relatively easy to follow based on the track layout on Carto Metro.
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Post by marri260 on Sept 1, 2019 0:00:05 GMT
There is a ridiculous amount of padding in the timetable, it’s no wonder that the line seems so pedestrian. Having said that, I was on a late running Picc train about a week ago and it was a pleasure to experience some proper driving from Turnpike Lane through to Holborn. Just like the 73 stock used to be driven! There is so much I'd love to say on the standard of driving on the Pic - I really could go on for hours. Generally we are given anywhere between 1 hour 1 min and 1hr 5mins run time from Acton - Cockfosters and vice versa. I've managed to do both EB & WB in 56 minutes, driving well within all speed limits, using only service 1 braking and allowing the correct dwell times. Despite this, the vast majority (no exaggeration) of drivers (both new and 'experienced') struggle to even complete it in the usual 1hr 3 mins or so. I've found it possible to leave T5 8 minutes late, and make Cockfosters on time with a clear run through the road. Likewise, Acton - Uxbridge can be done in 31 minutes with a clear run through Rayners and Uxbridge. There are numerous issues with the Pic as has been said, primarily with regards to training, ongoing monitoring etc - I think that'll do for now.
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Post by marri260 on Aug 31, 2019 23:52:40 GMT
What are the WB hold points please? Cockfosters, Oakwood, Arnos Grove, Wood Green, Finsbury Park, Kings Cross, Green Park, Hyde Park Corner, Barons Court, Hammersmith, Acton Town, Ealing Common, South Harrow - i.e all of the semi automatic areas.
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Post by marri260 on Aug 31, 2019 23:49:00 GMT
On the EB, we will be held to our timetable time at South Harrow, North Ealing, Acton Town, Hammersmith, Hyde Park Corner, King's Cross, Wood Green, Arnos Grove and Oakwood. When the Northfields desk migrates to PICU, we will have a few more. Any date yet for the Northfields desk migration ? Northfields desk goes over on September 5th iirc. Entire line will then be operating under the PICU system.
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Post by marri260 on Feb 6, 2019 19:37:39 GMT
I'm now no longer working at Harrow having moved on elsewhere within LU so I don't have any recent information, but SFA (Step Free Access) works weren't exactly zooming along in the months before I left. That being said, I don't know if the project is on schedule or not.
There is clearly some confusion regarding which side of the station will be step free. The College Road exit from the station, ie for the Bus Station and shopping centres etc will be step free. The Station Road entrance to the carpark will not be step free.
The College Road lift will be accessed from a new passageway (taking up what is currently office space) to the right of the stairs as you approach them from the ticket hall, and come out somewhere in or next to the greengrocer retail unit down at street level. Why only one side of the station will have a lift, I do not know.
I'm not sure what the final decision on the location of the equipment rooms for the lifts was in the end. Various options were proposed, two of which involved the old lift shafts. I certainly enjoyed finally putting the knowledge and access I'd gained to the old lifts to use during the early phases of the project.
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Post by marri260 on Apr 3, 2018 10:49:48 GMT
JB92 is a shunt reading towards a LOS board yes, slightly unusual. Sits under JB3 which is a normal semi auto starter. Authorises you up to the LOS board (just at the foot of the supports for the Pinner Road bridge north of the station) where you'd then change ends before shunt JB98 sends you over 95 crossover into platform 2.
Believe that you wouldn't be able to get JB98 to clear having accepted JB3 if cleared in error for a train making the shunt move. Not sure why the location is signalled in this way but I'll ask next time I see the person who'd know the reason behind the set up.
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Post by marri260 on Mar 4, 2018 20:00:04 GMT
Yep, burst pipe caused by the weather last week. The water supply to the various outlets and buildings at the bottom of the College Road entrance was effected from Thursday afternoon, we believed it to be frozen. I haven't had the chance to check what the conclusion has been, but we all believed it to be a burst pipe after the temperature increased a bit on Saturday morning, which seemed to result in 3 of the sprinklers in the arcade area roof activating / releasing water of sorts. The College Road entrance was closed until the problem was isolated.
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Post by marri260 on Dec 5, 2017 11:59:38 GMT
No MPX signals although WVX505 (first signal on EB Picc after leaving Rayners Lane) does appear on the diagram in Rayners Lane Cabin for information purposes. When walking the area on the ground it's surprising just how close the signal is to Rayners Lane itself actually.
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Post by marri260 on Oct 13, 2017 21:30:22 GMT
Yep, pretty much spot on goldenarrow. The Met was a Neasden interpeak stabler (I think it was 464 but don't recall 100%) that was extended to reverse at Rayners for operational convenience. The signalling issue at Kings Cross slightly earlier had caused a fair bit of late running, and platform 4 at Harrow was already occupied by a Harrow reverser (I don't know if it was a scheduled reverser or just turned short), so 464 was detriained in Harrow platform 3 and then sent empty to Rayners Lane to get it out of the way and back to Neasden.
The Picc right behind it was a scheduled Rayners Lane terminator, but the Met was in and out of the siding within a few minutes, so by the time the Picc had got into the platform and been deteained, it was only delayed by 90 seconds or so waiting for the Met to leave the siding. This Met would have then been the empty train that later passed you, yes. By the time the Picc was in the sidings, the next Uxbridge Picc was quite nicely timed, there was a bit of a gap on the Met as a stock and crew was taking place with the following Uxbridge services at Harrow.
14 crossover is useful for a quick reversal too, but bear in mind that it blocks up all 4 lines to/from Rayners, so holds up everything else in the area whilst the move takes place. Reversing a Picc off of platorm 1 over 13 crossover isn't too bad though, this happens far more frequently than the Met. We had 2 Met trains reverse off of platform 1 in service this morning too though, both because they were running late enough to make it worthwhile rather than turning at Ruislip, which also has to accommodate the Picc Sandite reversals during the day now too.
That being said, 12 and 13 or 14 points can still be reversed for a wrong road departure from Platform 1 for both lines, even with Picc and Met trains stationary at MP20 and MP22 (the last signal before both crossovers) so trains can get reasonably 'close' in such scenarios. I'm not sure how 14 points being reversed effects the EB approach to Rayners from Eastcote, but I'd imagine the shunt from the siding (MP7 route 1) or the inner (and perhaps even intermediate) homes MP2/3A & MP3B wouldn't clear.
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Post by marri260 on Sept 28, 2017 16:47:08 GMT
Yes, 206 points effected on the SB, stuck in the reverse as has been said, not 205 on the NB. Services still ran through on the main lines through platforms 1 & 2 as they were obviously unaffected by the failure. I haven't had the opportunity to see the full details yet as to what exactly went wrong, but understand a switch rail was being welded on 206 points which was not / could not be completed in time for the start of traffic. This I suppose quantifies as both a track fault and late finish of engineering work, hence the possible confusion as to the reasoning that was published.
The actual reasoning behind the suspension probably could have been communicated better though yes. I for one was advising customers that it was a 'signal failure at Harrow' (not really that inaccurate, and doesn't really matter in the grand scheme of things) as that's what I assumed was being communicated on the service update etc based on the very little information I'd heard on the radio but I didn't even have a moment to check due to the sheer pandemonium really.
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Post by marri260 on Aug 18, 2017 10:46:39 GMT
Remember the figure of 89% of the Met now being flat bottom being mentioned on a PW course I was on last year (or perhaps the one the year before that). As North End says, when it comes to thinking about it there really isn't an awful lot left, especially north of Finchley Road on the Met which is the area I'm most familiar with. Imagine a large percentage of the overall network figure for bullhead is made up of that in the deep tube as has already been said.
On the Met there is a section just after leaving Finchley Road NB up until pretty much level with the end of the Jubilee's siding at West Hampstead, and a section on the SB from adjacent to the platform ramp at Dollis Hill through to 200m or so before Willesden Green. Those are the only notable bits of plain line bullhead on the Met main that I can think of. The Chesham single is entirely bullhead too, which accounts for a fair percentage.
Still quite a few points & crossings (P&C) in bullhead though. At Wembley Park the connection from SB Jubilee - SB Met and the set from platform 6 into Wembley Park sidings. At Harrow the entirety of the North Junction, 95 crossover North of platforms 1&2, 200 crossover South of platforms 1&2, and all the P&C on the crossovers from the NB Local and NB Fast south of platforms 3&4 at Harrow. All P&C at Watford is bullhead, along with the plain line within the station area and between the points. A few left at Amersham too, and all of the P&C at Chalfont. Uxbridge has a tiny bit left on the plain line between the points outside the station, although a couple of the points in the station throat are flatbottom.
Ballasted track renewals over the last few years on the Met and District have eliminated a huge amount of bullhead. Also a fair bit of work the northern part of the Circle too, and more recently this year on the Hammersmith branch. It is slowly disappearing. A good effort too on renewing P&C to flat bottom too recently in a number of major areas, all of the mainline P&C at Neasden is flatbottom, a large chunk of Harrow, a large chunk of Barking, and almost all of Earls Court now too along with other more basic areas such as Rickmansworth and Ruislip.
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Post by marri260 on Jul 24, 2017 7:28:32 GMT
The diamond crossing is being done too this weekend. Then 13AB renewed and converted to Surelock in September.
Been a few weeks since I last walked the area but a lot of work has clearly taken place on resleeperimg 11 & 12 points recently yes. The new sleepers are plastic, I assume from Sicut but not sure if they are the only supplier LU use or not. Plenty of fresh ballast around the sleepers which is easily visible from a passing train both EB and WB. The improvement in the lack of vertical movement in the track when trains were passing over was also very noticeable when trackside. The movement was most noticeable with Met trains coming across the Junction generally. At the time I walked it there hadn't been any replacement of the frogs or any of the switch rails etc.
The kick that Piccadilly trains got off of the check rail on 12 points was very obvious even when trackside, didn't notice this when down there last time but not sure if this has got any 'better' with the recent works or not!
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Post by marri260 on Mar 23, 2017 18:38:41 GMT
Definitely not Rayners Lane. We don't have any help points on the station, save for the single one in the Ticket Hall.
Will guess at Sudbury Town?
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Post by marri260 on Feb 21, 2017 0:25:54 GMT
Believe a large (iirc 20m + in length) Signalling Equipment Room is soon to be built on the two disused sidings behind the Westbound Platform at Rayners Lane. I assume this would therefore rule out building an additional Platform there in the future, along with the current IMR being in the way too!
Not sure when the work is planned to take place. I've heard mutterings that 13 & 14 points (the trailing points allowing both Met and Picc trains to reverse off of Platform 1) are to be replaced in the late summer so perhaps then.
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