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Post by abe on Sept 1, 2009 7:15:37 GMT
Thanks for the additional information. I suppose that if statistics on track incidents (people, fires, etc.) are being compiled, and costs savings determined, then it will be shown that the PEDs reduce incidents and therefore make savings (perhaps based on the PPP NACH tables).
If a separate calculation is made based on delays caused by failures of the doors then this will show increased costs (as platforms without PEDs won't suffer these problems).
It would be interesting to know if both calculations use the same 'cost' model for delays. southernrover - do your reports offset the costs of PED failures against the savings from reduced track incidents?
Thanks.
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Post by abe on Aug 28, 2009 18:12:18 GMT
Sorry to bump the thread, but the initial premise is wrong. Like amershamsi, I'm sure that the official closure procedure has now taken place. I recall discussing this a few years back, and it was essential to progress the Croxley Rail Link that the existing branch be officially closed. I can't find anything apart from this to back me up though...
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Post by abe on Aug 28, 2009 8:00:49 GMT
in any case the delays generated by the Platform Edge Doors when they fail (and they do quite a lot) far outweighs any benefits. Can this be quantified? It contradicts Reply #5: I haven't seen anything official stating that the PEDs are such a problem...
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Post by abe on Aug 28, 2009 7:58:37 GMT
It's not true to state that platforms on the Jubilee line with PEDs have to be straight. The platforms with PEDs at Westminster are slightly curved.
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Post by abe on Aug 26, 2009 7:55:52 GMT
The use of apostrophes in station names (particularly on maps) was covered in an article in Underground News a little while ago.
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Post by abe on Jul 15, 2009 10:35:50 GMT
Lapsed around 1981.
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Post by abe on Jul 2, 2009 9:11:29 GMT
At Charing Cross the escalators from the Jubilee Line platforms are time-expired and need replacing. The escalators have had a lot of mechanical parts removed for use on other machines around the system. They are effectively fixed stairs now - although of the type that makes everyone stumble on their first step.
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Post by abe on Jun 9, 2009 12:57:43 GMT
Great stuff - what a fantastic leaflet! Many thanks for this. One problem though - p18 is missing. Any chance of getting this added please?
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Post by abe on May 24, 2009 5:52:40 GMT
I expect that the old bridge will remain. It causes significant congestion in the evenings when a rush-hour train arrives, and having an extra bridge at the north end of the station will reduce this and improve passenger flows.
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Post by abe on May 18, 2009 9:52:34 GMT
I think that the shaft (or at least the lift car) is slightly pressurized to keep smoke and fumes out.
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Post by abe on Apr 2, 2009 8:35:41 GMT
I feel that there could have been more photos of the never-opened-to-the-public side of the station, however, it is still a very good read. 8/10 Thanks for your comments on the book - it is quite a relief to finally see it in print. With regard to photos of the disused areas, it came down to trying to cram as much information in, whilst not expanding the book past the £20 price. The large colour photos of the never-used passageways were only squeezed in at the last minute by some magic from the publishers. The problem was that every time we thought that all the information was with us, another file or reference would surface. Real problems arose when adding a couple of lines meant that a chapter expanded onto another page. In the end, we took the view that there are a number of websites featuring photos of the disused areas, but much of the information we compiled wasn't available anywhere else (well, except for the archives!). I think that we struck the right balance in the end. Please do provide feedback on the book - I'm keen to hear comments, and will do my best to use them to make any subsequent edition even better.
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Post by abe on Mar 19, 2009 8:05:52 GMT
Indeed it was a special, run in collaboration with the LTM. There's a photo of it in The Aldwych Branch.
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Post by abe on Mar 13, 2009 8:59:21 GMT
There was a letter in one of the papers (thelondonpaper, I think) today from one of the passengers at Bank who claimed her (I think it was a her, anyway) hearing was still affected about two hours after having left the platform. I should have saved it to type up but I forgot..! Just pulled it from their website: Central line noise The noise boarding the Central line Tube was ear-bursting. Nearly two hours later my ears were still hurting and I cannot hear properly. This is atrocious especially if my ears don’t recover. Why wasn’t something done about this problem. It seems we can’t get anything right on the Tube. GJA
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Post by abe on Mar 9, 2009 21:02:43 GMT
Rickmansworth doesn't have describers at all. Moor Park used to have one on the NB local platform to indicate whether the train was for Watford or Amersham, but I haven't seen this working for years. Rather like the SB describer at Chorleywood, which was manually operated - the switches are still present in the entrance area, but out of use.
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Post by abe on Feb 27, 2009 12:40:00 GMT
I am sure it was after the Harlequin Shopping Centre at Watford? Didn't last long, though (the line's name, that is!). I thought that the name pre-dated the shopping centre, and had heard that it was based on station names (Harrow - Queen's Park).
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83TS
Feb 23, 2009 7:35:55 GMT
Post by abe on Feb 23, 2009 7:35:55 GMT
I'd heard that the plan for using the 1983 TS on the Piccadilly wasn't to lengthen the 1973 TS, but to provide extra trains - perhaps with the 1983 TS forming an Acton Town - Rayners Lane / Uxbridge dedicated service.
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Post by abe on Feb 19, 2009 8:50:48 GMT
The book should be in the shops soon. The advance copy arrived yesterday!
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Post by abe on Feb 4, 2009 8:37:30 GMT
I'm intrigued then. According to Follenfant (Reconstructing London's Underground) the tunnel was used for the escalator concourse. It was only a short length of tunnel - about 120ft from memory, immediately adjacent to the lift shafts and the other side of them from the Piccadilly WB platform. Photos from the 1920s (when it was used as a signalling school) don't show an anti-suicide pit. So when was this done? When did you see the tunnel like this, and do you have any photos?
Thanks.
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Post by abe on Feb 3, 2009 11:09:40 GMT
Re tunnels at South Ken: The lowest escalator landing and concourse uses the partially constructed WB tunnel. The anti-suicide pits weren't added to the Underground until the late 1920s, and I've seen no photos of this platform having such a pit - if it does then it must have been for something else. The EB Piccadilly and deep-level District would have shared the same platform (that which exists today). Beyond the east headwall the large tunnel continues, and was to house the junction. There's more detail and a 3D isometric drawing of the station as it was built (and as it was intended) in London's Lost Tube Schemes.
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Post by abe on Jan 29, 2009 8:27:25 GMT
Am I right in thinking that no unit of 38ts has opperated the Aldwych branch in normal service? Because it was the gate stock, then the converted french motor car, then the standards, then the 62ts unit, then the 73. With the 86 at some point on a special. Anyone shed any light on this? The 1935 tube stock operated the Aldwych branch from 1954 to 1957. One unit had the only serious accident to occur at Aldwych: an overrun into the sand drag/end wall in 1955.
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Post by abe on Jan 22, 2009 20:15:29 GMT
Apologies for the bump, but to answer the OP, TC 2/2002 is the earliest that notes 25 rd as being out of use. It states that following a Workplace Risk Assessment, the walkway has been deemed as having unacceptable trip hazards. No trains to stable in 25 rd except in extreme emergencies, and the operator must remain with the train and will not alight.
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Post by abe on Jan 12, 2009 11:03:22 GMT
I guess that the fixed train stop went in when this bit of the Picc was resignalled in the early 80s. It was put in in the 1970s following the fatal accident at Tooting Broadway siding in 1971 (there had been a similar, but fortunately non-fatal accident in the same siding in 1960). Both Down Street and Kennington sidings were effectively reduced to holding one train by the provision of a fixed train stop. The eight amber lights along the sidings were also moved at the same time.
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Post by abe on Jan 12, 2009 10:22:31 GMT
The passing loops at Brent were taken out to allow the platform lengthening to take place in the 1930s.
The other stations northwards to Edgware were similarly lengthened to accommodate 9-car trains. The extensions were mostly made of wood (I can't remember which wasn't), and they were removed some time after WWII when the 9-car dream was dead. There are just a few reminders left - the extra-long platforms at Highgate, and a few starter signals positioned beyond the end of the platform.
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Post by abe on Dec 22, 2008 10:06:43 GMT
None of the plans for extending the Aldwych branch to Waterloo (except for the Chelsea-Hackney proposal) ever proposed making a two-way connection at Holborn because of the difficulties described. This wasn't quite correct. A proposal from the 1930s would have added a new platform at Holborn, probably with a junction on the SB line. (Update to maintain accuracy of thread!)
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Post by abe on Dec 22, 2008 9:16:55 GMT
The book about the Aldwych branch should be published in February 2009, and will be called (imaginatively) The Aldwych Branch. It will be hardback, published by Capital Transport, and cost £19.95. It will have about 110 pages, and include specially-drawn maps, copies of original plans, and plenty of photos in both colour and B&W. Front cover image can be found at www.ekmpowershop1.com/ekmps/shops/transport/the-aldwych-branch-355-p.asp.
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Post by abe on Dec 2, 2008 19:05:52 GMT
Nothing to do with the 1902 loop. Law Courts station would have been at Norfolk Street (built over in the 1970s, but parallel to and between Surrey St and Arundel St), and the next station to the east was to have been at Ludgate Circus, under the main line station. I've never heard of this plan before, and I've done a lot of research into this area. Could more details be provided?
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Post by abe on Oct 15, 2008 6:47:16 GMT
I've read somewhere (can't remember where) that Northwood Hills (1933) was the 'last' station opened on an existing line. Of course, the Met doesn't count (in my book) as a Tube line, but that doesn't seem to matter any more.
Queensbury didn't count, because it was opened shortly after the Stanmore extension, and so was seen as a late-opening station.
However, I agree with previous posts that this whole area is fraught with ambiguity!
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Post by abe on Sept 10, 2008 7:47:47 GMT
There's an exhibition about the works tomorrow until Saturday at the University of Westminster, one block south of the station.
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Post by abe on Sept 10, 2008 7:46:23 GMT
Presumably the link to the Bakerloo?? Sorry - my original post could have been clearer. I know what the Bakerloo link looks like, and this is not it. The running tunnel seems to have a space of perhaps a metre to the left of the train, and there is something like a pipe below window level. The colour isn't apparent because of the costing of dust.
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Post by abe on Sept 9, 2008 7:45:40 GMT
On the approach to Baker St NB platform, as the train is braking, the running tunnel seems to open out on the left hand side, and it looks as though there is a large pipe adjacent to the train.
Does anyone know what this is?
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