|
Post by abe on Aug 23, 2013 19:42:41 GMT
The Instruction Book and Rules for Sub-Station Attendants issued by the LER in 1919 notes that illuminated indicators are provided prior to section gaps in the current rails, and that if the section ahead is dead they will show a red light with a white band across. Does anyone know (i) when these were introduced (there's no mention of them in the 1907 Rule Book), and (ii) when they were changed to the current triangular signal with three red lights ('cherries')?
|
|
|
Post by abe on Aug 15, 2013 8:35:46 GMT
The sale doesn't include the platform areas, platform stairs, or footbridges, which have always remained the property of LT/LU/TfL. The MoD area starts, IIRC, shortly beyond the lower lift landing. What is being sold is basically the surface building with its basement, the lift shafts (probably less one used for ventilation) and the lower lift landing.
|
|
|
Post by abe on Jul 1, 2013 6:58:45 GMT
Saw an item about Chesham car park in the local paper. Apparently it's been run by Chiltern District Council on behalf of LUL since 1989. Now NCP has been brought in as operator, and everyone with an annual ticket has to reapply for a new ticket and put in a claim to the council for the value remaining on the existing one.
|
|
|
Post by abe on Jun 28, 2013 19:43:58 GMT
The 1993 edition has additional chapters covering 1962-1992. The material from the original book was also revised, I believe, although I haven't yet had time to check this.
|
|
|
Post by abe on Jun 16, 2013 14:49:56 GMT
Which page of the strategy refers to the possible Victoria line extension? I've just read the whole report (skimmed, actually!) and can't see this. I've also searched for 'Victoria', 'Brixton', and 'Bakerloo', and none of these showed a reference. The quotation in the original part of the thread ('extend the Victoria line beyond Brixton') isn't in it either.
|
|
|
Post by abe on Jun 4, 2013 7:28:29 GMT
Is this because of problems with the rolling stock, a change of policy by RATP, or something else?
|
|
|
Post by abe on Apr 30, 2013 9:20:46 GMT
According to City AM, this is because of damage to tunnel lining segments caused by acidic groundwater (in some areas at pH2 - the equivalent of lemon juice or vinegar). TfL has been asked by the Lib Dems in the GLA to investigate having a block closure of the line between Finchley Road and Waterloo for 30 days to get the work completed in one go.
|
|
|
Post by abe on Apr 25, 2013 7:07:58 GMT
Given the section of line with no service, it would be reasonable to assume that this is for Crossrail work at Farringdon and/or Barbican.
|
|
|
Post by abe on Apr 2, 2013 12:07:00 GMT
I wrote a detailed critique of this map for someone else whilst it was on eBay - here it is:
|
|
|
Post by abe on Feb 26, 2013 9:17:26 GMT
I quite agree with that last comment. Paris has introduced all sorts of technical innovation on their Metro, some of which is bound to be of use to London. They've achieved a greater number of automated lines than London, and the conversion of an existing line to ATO with platform edge doors is a real achievement. There are some aspects that we can only dream of, such as having a programme of rolling line extension construction, but that is more political and economic. On technology grounds there are no reasons for not talking to them. Was there some particular reason for the original comment ("rather do without that advice")?
|
|
|
Post by abe on Feb 20, 2013 12:07:29 GMT
Most Bakerloo stations are left handed - the original line was designed with the platforms on the 'outside', which made the cross-platform interchange with the Victoria line at Oxford Circus easy to implement. This kept the 'footprint' of the line narrower in general, as the running tunnels were always close together, unlike the Piccadilly or Hampstead where the focus seemed to be on minimizing the number of passageways and staircases by having the platforms on the 'inside'. Work on the Bakerloo started a couple of years before Yerkes acquired the line, and quite a bit of tunnelling had been completed. It would not have been worthwhile changing the location of the platforms and access passageways, and so the UERL kept it as planned. The crossover at Piccadilly Circus does not (I think) have anything to do with the platform layout; the only change since opening has been the extension of the NB platform northwards towards the crossover.
|
|
|
Post by abe on Feb 8, 2013 8:25:26 GMT
There is no battery on Oyster cards. They are induction powered, via the loop aerial around the card.
|
|
|
Post by abe on Jan 7, 2013 20:02:55 GMT
A nice set of photos on the BBC website showing major Crossrail sites from the air.
|
|
|
Post by abe on Jan 6, 2013 15:43:19 GMT
The book has an associated blog: undergroundheritage.wordpress.com/. A list of references and all of the endnotes have now been put onto it as well, for those who want more information. There just wasn't enough room in the book with all the interesting stuff to show!
|
|
|
Post by abe on Dec 18, 2012 8:00:31 GMT
I was caught up in the failure on 5 December. Although my wife tried to get to Rickmansworth by road to pick me up, Amersham was gridlocked and she ended up returning home. I ended up walking from Rickmansworth to Chalfont. Five miles in the dark was not entirely fun, especially the section between Chorleywood and Chalfont where the road is unlit, the pavement is overgrown and diverts briefly into some woods beside the road, and someone has helpfully erected a set of knee-high concrete bollards right in the middle of the pavement. That was a lovely walk home...
|
|
|
Post by abe on Dec 5, 2012 7:53:19 GMT
For platform roundels the record is held by Canary Wharf - 158 cm diameter.
|
|
|
Post by abe on Nov 28, 2012 10:26:25 GMT
Lots more historic photos on Sub Brit, as well as a 3D isometric taken from London's Lost Tube Schemes (which also has lots about South Kensington).
|
|
|
Post by abe on Nov 12, 2012 10:18:01 GMT
Going back to the original question from Deep Level, I suspect that the reason for not showing the logo is because there is no real reason to interchange between the Piccadilly line and HEx at Heathrow (except, possibly, for a handful of passengers). The Heathrow stations are almost always going to be used for the start and finish of journeys. The stations also have no physical connectivity - interchange would have to be via the airport buildings.
|
|
|
Post by abe on Nov 12, 2012 10:09:30 GMT
Log back into your account on the LT Museum web site. This should show if you have entered - I didn't get the e-mail either, but my account shows that I have entered.
|
|
|
Post by abe on Oct 31, 2012 8:56:51 GMT
To the best of my knowledge, based on sstories around that chap who wants to rent them to open up businesses in, LUL own all the closed deep level stations except for Brompton Road, which is owned by the MoD - which is wh he approached them first with his proposal. The platform areas and stairs to the platforms are still owned by LUL. The MoD owns the surface and basement areas, shafts, and probably a bit of the low-level passageways. LUL might have retained a shaft for ventilation.
|
|
|
Post by abe on Oct 24, 2012 10:33:49 GMT
I think that ownership has always rested with LU (for the deep shelters it was originally the Government). The document storage companies, and anyone else, have only ever rented the facilities. Seven of the deep shelters have been used by LU as part of the Northern Line upgrade.
|
|
|
WTT 67
Sept 26, 2012 19:41:32 GMT
Post by abe on Sept 26, 2012 19:41:32 GMT
HMRI: Her Majesty's Railway Inspectorate ORR: Office of Rail Regulation
HMRI had a long history, dating back to the early days of railways. In recent years it joined the Health & Safety Exec, and then the ORR, and has since become the Safety Directorate within the ORR.
|
|
|
Post by abe on Aug 19, 2012 11:12:45 GMT
@ai: The photo that you link to is definitely the pomegranate tiling. I'm currently trying to compile a list of which type of tile frieze was used at each of the Leslie Green stations, mostly based on early photos. As you've discovered, this is not easy! Quite a few have kept them, but some have been altered during modernization work. The tack continues...
|
|
|
Post by abe on Jun 17, 2012 13:32:34 GMT
The eastern platform at Aldwych went out of use in 1912, and was officially closed in 1917. As such, an anti-suicide pit was never dug. The pits were first provided on the Morden extension of the C&SLR in 1926, and then the Cockfosters extension of the Piccadilly line (1932/3). The existing stations had them dug in 1934-5, according to Croome & Jackson.
|
|
|
Post by abe on Jun 17, 2012 13:25:04 GMT
I note the TfL website now says for Amersham, Chalfont & Latimer, Chorleywood, Pinner, Wembley Park, Euston Square, King's Cross: "New, more accessible trains are currently being introduced on the Metropolitan line. While we replace the old trains, the step and gap onto the train will vary. If you require level access, you will need to board a new Metropolitan line train." Slightly OT, but this means that every morning at 06.30 the TfL travel service sends me a text about Amersham station. I'm happy to receive texts about service problems, but this is just annoying. I wish they'd take this message off the website (and not just by scrapping all the A Stock ;D).
|
|
|
Post by abe on Jun 5, 2012 19:45:08 GMT
You need to get a copy of The Amazing Electric Tube (Printz Holman). Chapters 4 and 6 cover the early system and changes made to it, and chapter 10 has a useful diagram (p64). Also, The City & South London Railway (T.S.Lascelles) has information (p25-6, p28-30 in the 1987 version are the key pages).
|
|
|
Post by abe on Jun 4, 2012 9:44:27 GMT
When heading NB on the Met, just beyond the site of Swiss Cottage station the tunnel widens on the far side (i.e., adjacent to the SB line), as if at the site of a junction. I've always wondered if this was built like this to accommodate the extension to Hampstead, or if it is an artefact from when the StJW Rly terminated at Swiss Cottage. Any ideas?
|
|
|
Post by abe on May 27, 2012 10:48:17 GMT
The original CRT monitors were installed in early Feb 1990.
|
|
|
Post by abe on May 13, 2012 13:59:26 GMT
I'm not sure that there is a definitive answer to the OP's question. It's not really covered in Doug Rose's book, and there appears to be no real consistency in whether a single or double dot was used. The kerning does not seem to affect it, and there are examples of dots split across adjacent tiles, so although 3.1's theory is nice, I don't think that it is the answer.
It's also interesting that most stations with more than one word in their name have the dots between the words that make up the name (but not KINGS CROSS or OXFORD STREET, which do have dots either end). Rather more stations with two- or three-word names have dots between the words but not at each end. There are no stations that mix single and double dots.
Just a few random observations on this topic...
|
|
|
Post by abe on Mar 9, 2012 12:15:34 GMT
Work actually started on the fourth platform at Finchley Central, and used to be visible at the south end of the SB platform. I'm not sure whether anything can be seen now though. Various books show the plans for the station rebuilding, including buildings on the overbridge in place of the current building beside the SB platform.
|
|