mrfs42
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Post by mrfs42 on Nov 22, 2010 10:42:18 GMT
Why was the H&C hacked off and branded as such, and no longer as the Barking Met to DRmen? w.e.f. 15/5/1989. On the surface, it was only a rebranding of the old Met No 1 section. Must admit, I still think of Hammersmith (H&C) as being Hammersmith (Met)!
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mrfs42
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Post by mrfs42 on Nov 21, 2010 19:47:18 GMT
Moderator Comment.
Please keep it civil; there is no need for rudeness here.
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mrfs42
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Post by mrfs42 on Nov 20, 2010 2:28:42 GMT
Assuming WTT's haven't always been a softcover book handed out individually to each LU driver, how old is the earliest known WTT. I have read something from 1875 for the District - I have also seen 'something else' dated 1870. They are just timetables (ie Working? Public?) The oldest one called 'Working' that I can physically lay my hands on (if AI wasn't asleep ) is 1906. If you want to know when the first timetable was published under the title of 'Working', that is a bit of a grey area - I suggest the first published timetable called 'working' that survives is from the 1880s for the ELL. I may be wrong in this respect, so don't take this as absolute. Is there one dating back to Brill days? Yes - I have at least an Easter 1934 working notice in my poorly-catalogued and prone to the database-of-much-confusion collection (I remember reading it when holed up in a pub when stuck in a very snowy Welshpool: probably the Royal Oak) WTT's of particular interest to me would be A pre-1979 Bakerloo and a pre-1932 District but I bet I'll never find those on eBay That's where I got all of mine. Next time I go back over the Dyke, I will have a look at the Bakerloo duplicates - I'm sure I can find something with Watfords and Stanmores within. I know I haven't got a duplicate 'Metropolitan District Railway' WTT. Sorry about that.
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Post by mrfs42 on Nov 20, 2010 2:00:45 GMT
so reducing through services from the city to the busiest west end branch of the District would not fit with this line of thinking Can I be uncharacteristically rude and <snigger>? Apologies.
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Post by mrfs42 on Nov 19, 2010 0:00:56 GMT
From the less-appropriate trial runs thread: I missed 5 trains at Highbury & Islington and gave up. None to be seen. Then today at Kings Cross one raced out of the southbound platform just as I arrived and the next one was an 09TS too! In my limited experience, there seem to be a flight of 67s and then flight of 09s, rather than them being mixed randomly. That's useful to know; thanks for that. I *still* haven't been on an 09 - always been the rather lovely and careworn 67s when I do the Vic.
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Post by mrfs42 on Nov 18, 2010 7:29:58 GMT
There is only one way as the line is closed between South Harrow and Uxbridge this weekend. cso might want to know the RRBS frequencies! However, the RRBS has been in the Met. TTN, so I suspect that could be seen as more of a Met. service than a Picc. service. If it's anything like the Picc TTNs when this has happened before (January IIRC) there are only two trains less running and below S. Harrow the services are at normal intervals: 10 min.
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Post by mrfs42 on Nov 18, 2010 7:14:00 GMT
Always the way - you could make a perfect timetable or roster and someone would get too long a shift or too many consecutive days on! Used to happen occasionally many moons ago when I did the rosters for a certain railway. Must admit; I'd forgotten about the 4h15 ruling. Although the rosters would be the headache of the other bit of the 4th floor - the TT compilers would have done their job.
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Post by mrfs42 on Nov 18, 2010 0:34:46 GMT
Blimey - have the electrified lands been learning from the 2'3"? ;D
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Post by mrfs42 on Nov 18, 2010 0:31:55 GMT
Does anyone know what frequency of service the Picadilly Line will be offering from South Harrow on Saturday and Sunday? Which way do you want to travel?
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Post by mrfs42 on Nov 18, 2010 0:09:03 GMT
I think that would be do-able? Yep - I'll have a look in the morning at the galley; sounds very plausible from what I remember of the WTT at that time. ISTR that 2 min headways along that bit of the Circle were not that uncommon in this iteration of the signalling (well - post 1966 and all that), as I said upthread I'm not sure what the SPAD mitigation works have done or the practice of 'defensive driving'. As you say, it's not as if you're casting the whole build up/wind down for every train to be on book to tonk through 120 seconds apart, this isn't the 1950s anymore!
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Post by mrfs42 on Nov 17, 2010 1:59:15 GMT
(Mans House reversing perhaps, or thinned out OLY?) Tough call - I'd sketch out both options but I'd have a gut feeling that it could be done in a mixed stylee: Start of Traffic Mansion House reversing AM Peak Thin OLYs Lunch Slack Thin OLYs PM Peak Mansion House reversing Close of Traffic. ie. don't send stuff to Mansion House during the build up to PM peak [1] - all to do with the black art of doing the shoulders and not eating into standards during transitions. ;D [1] thin OLYs during service transitions as they are 'self contained' - don't propagate delays down the line to MH and give the District controllers more hassle than strictly necessary. (Met controllers on the other hand...... )
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Post by mrfs42 on Nov 16, 2010 16:41:58 GMT
Mod. Comment:Look at tfc's profile.
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Post by mrfs42 on Nov 16, 2010 12:25:09 GMT
Reading back through this thread, what are the three services that require the two bay roads? Olympia shuttle and Wimblewares check, but the Circles will use platform 2 as they cannot physically reach the bays..... Stuff coming from or going to Ealing Common Dt? Hence shedcompnodosh using 'in effect' - that's my impression anyway.
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Post by mrfs42 on Nov 16, 2010 2:05:25 GMT
Er.. Could it be Mill Hill (The Hale) after slewing of the single track and construction of the second platform?
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Post by mrfs42 on Nov 15, 2010 8:19:46 GMT
And all based on the assumption that we'll run a normal timetable throughout such works. You'll probably find that we'll have a different timetable for such a shutdown making all this guesswork a little pointless IMO. Depends if there is a return to near-normal running times.... ;D
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Post by mrfs42 on Nov 14, 2010 22:37:15 GMT
first OLY is still 7a02 ex ECT, the issue that I can see is the reversing capacity in general at HSK in that on top of the C stock reversers (6 tph), you have train 23 and 24 occupying HSK bays 642 - 656 with the first OLY showing its face at 6.52 1/2 on a 6 minute layover I think the solution may be to run one of 23/24 earlier ex ECMDTE and reverse at Mans House, with a minor adjustment to another District ECT - MANSH - ECT Yes - that sort of firms up my first thoughts on Manky Hse reversers (I've just deleted that post) - but it was along the lines of being a bit of a squeeze getting the OLYs to go all the way to MH all day. Hmm. Make 23 0639½ off Mansion House and transfer 37's d at ECT for the 07d00 in ECT 3 to Mansion House? Something similar happens with 62 and 60, 62 leaving Tower Hill bay and 60 being held for a c at Tower Hill behind 62. Just idle musing.
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Post by mrfs42 on Nov 14, 2010 22:01:29 GMT
dead easy for the main part perhaps, but it's always the isolated area or one trip that can mess things up look at 06.35-07.09 where 9 trains will need to reverse via the bays, including the first OLY of the day which should be tied down to it's booked slot ex ECT WB What's stopping that OLY running early and standing at ECT for a while, just out of interest - is it still 07a02 with the three Wimbos one after another into pfm4? Is there much of a loading on that first outbound OLY?
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Post by mrfs42 on Nov 14, 2010 20:50:59 GMT
service wise , the trickiest part of this scenario will be timetabling HSK bays when ramping up the service in the morning and ramping down after the pm peak when you will have in effect 3 services competing for 2 bays for an hour or so careful re-adjustment of the Olympia shuttle ought to be able to overcome this Dead easy IMO. ;D Little bit of tweaking and the odd e and f peppered around should sort that without too much problem - unless SPAD mitigation works have slowed the job up.
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Post by mrfs42 on Nov 11, 2010 23:06:25 GMT
I'd forgotten about Ricky - but I was indeed thinking of those signals on the Central
There's also the 'Aldwych' repeater half-way down the siding at Wood Green, which although a light box fulfills the same function as Oracle's disc.
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Post by mrfs42 on Nov 11, 2010 21:56:07 GMT
I'd have to check (currently being in a log cabin somewhere on an unfamiliar hill in an unfamiliar part of Wales) but the goods yard at either Theydon or South Woodford had a yellow disc.
Yellow discs are uncommon right enough, but the rarest disc is a black and white one, mechanically operated- anyone care to guess where it is?
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Post by mrfs42 on Nov 11, 2010 12:27:22 GMT
Where does the new Hillingdon fit into this? Did that have full MIPidge from rebuilding?
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Post by mrfs42 on Nov 8, 2010 10:02:45 GMT
Stumped myself, but can I ask a question here? (Admins - please move it if thought necessary). On the bottom photo, with the gantry over the track, can anyone tell us what the "paper clip" looking things are on the underside of the gantry?
I think they are cable supports for ballata strips to be lashed to for a temporary job: slinging the cable *underneath* the bridge.
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Post by mrfs42 on Nov 5, 2010 17:11:39 GMT
Trouble is - forcing document control - proving and ensuring that the electronic version is up to date.
V. difficult - believe me: I've looked into it for exactly the same sort of publications, but a different railway operating company.
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Post by mrfs42 on Nov 5, 2010 11:25:38 GMT
Rules cannot be 100% inflexible and cover every single thing. Hence the "so on". That is why there are various Appendices to the Rule Book - depending on the railway company you would have a General Appendix, relevant Sectional Appendices or a string of localised Appendices to the Rule Book. These appendices cover additions and amplifications to the Rules - originally they existed as far as the UndergrounD were concerned as Appendices to the WTT (and were printed in the back of WTTs) I've got some from the 1920s/30s and they are quite interesting reading. Remember, an Appendix need not be subjected to external scrutiny by the 'Ministry', whereas a Rule Book needs to be - I know because I've had a fairly large hand in drafting new rules/regulations and preparing the submissions to HMRI. The Rule Book will always take precedence to Appendices, but often an Appendix with give you a little work around for an awkward operating situation. I'm notorious for getting round vague school rules, by exploiting loopholes. That is not a surprise.
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Post by mrfs42 on Nov 5, 2010 0:55:53 GMT
I'm guessing it's also fed by door opening, so will zero at each station? <not a D stock answer> Yes - provided that the opening is within a particular range - IOW emergency openings of doors away from coordinates wouldn't reset the counter, but ISTR get stored. Doesn't the CSDE equipment provide some form of positional reference too? </not a D stock answer>
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Post by mrfs42 on Nov 4, 2010 16:44:13 GMT
I'm sure I've got something in the odd WTT or two - but I'm v. busy off-scene for quite a while, so it would take me a while to dig out anything of value for you.
If anyone else can answer the question in the meantime, you'll get the gen. in a shorter order.
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Post by mrfs42 on Nov 3, 2010 11:10:02 GMT
Harsig-type? I'm surprised that someone who has been a member of this Forum since 2006 is unaware of the excellent signalling drawings provided by my fellow Global Mod - Harsig.
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Post by mrfs42 on Nov 3, 2010 10:58:27 GMT
I've seen plans for a centre reversing siding at Lambeth North and a 23 lever frame with 7, 8, 14, 15 and 23 spare.
Lambeth North would have relieved the pressure on Elephant somewhat. There are also plans in existence of the Camberwell extension with and without an intermediate station at Camberwell Gate. I've never seen anything about three tracking Elephant - not even a concept sketch.
Under conventional signalling there were several occasions where less than a 2 minute interval was scheduled out of Elephant, Coronation Day morning springs to mind and (I think) in a number of 'ordinary' WTTs. What is fascinating about the Bakerloo services is that until relatively recently in TT terms the Stanmore services were shewn in the Met. galley - so you've got a lot of data for the services - if you factor in the Watfords which wouldn't appear in the Met. galley then there must have been countless occasions when a 1½ - 1¾ minute service out of Elephant was worked if not scheduled.
I've got some Harsig-type layout drawing to do in the next few days - if I get chance I'll put up the Lambeth North layout. The three-track layout for Camberwell was published recently.
The LPTB invested a lot of time and effort in the Camberwell extension, possibly more so than the Northen Heights in terms of calculations/mile as I've also seen lots of acceleration curves based on a two or three track southern terminus of the Bakerloo - no acceleration curves based on remotoring, which was done as part of the probably F stock and one type of Met. saloon stock (I've seen those graphical results, but can't for the life of me remember the car types involved).
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Post by mrfs42 on Nov 1, 2010 14:12:18 GMT
Yeah, but the acid destroys the paper... Generally only if it is wood pulp paper - rather than rag.
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Post by mrfs42 on Nov 1, 2010 13:26:22 GMT
OTOH this is a tattooed roundel : Foxing doesn't actually affect the integrity or structure of the paper - the measures needed to remove it are far more damaging than foxing itself.
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