How many peak fast services non-stop at Wembley Park? When I was commuting through there (early 2000s) it was quite common to see people standing up, getting ready to exit the train at Wembley Park, only to have it sail straight through and continue to Harrow on the Hill. But that became a rare(r) occurrence towards the end of my time commuting that way (mid 2000s).
If everything's running to time, none on the northbound.
Rather than blue moquette the Jubilee should use grey. However, rather than create a new variant a simple expedient could be to use the same as the Bakerloo Line. The image below shows why I suggest this...
Morden is next obvious one. Perhaps the handle stowing getting off at the South end and the SPAD reminder at the North end, hangover from pre-ATC days, or even just old pictures? Or is that all too tidy? Sorry just seen it's answered already, Doh!
Think you're right it's pre-ATC as last I heard in and out of Morden depot was ATO wherever possible. Doesn't switch to/from RM until the transition track which is beyond the platforms.
Well the longest walk if you forget to stow the handle is 8 car 92TS so starting bid a Central line terminal, taped to to an end barrier or similar. Otherwise it's going to be Jubilee, Northern or W&C and not the other LUL lines.
And the other one probably a manually driven LUL line at a platform with a notable start-up SPAD history, but I've never seen that poster. Beautifully professional application isn't it!
I'm almost certain that's a stylised 96TS handle. To me I would expect it to be either a TBTC migration point back in the day, or Stratford, for trains entering service from Stratford Market Depot.
Whats a track circuit clip? Is that to maintain a signal at danger?
Well basically yes, it substitutes for a train's wheels in shorting out the relay, causing the track circuit to behave as if occupied. Naturally this will place or maintain any signals controlled by the track circuit at danger.
On the Central Line drivers get "parallel running" training which is included in the annual refresher course, the trains have detonators in the emergency equipment cabinet should we ever derail and end up blocking the mainline which runs alongside the West Ruislip branch or at Ealing Broadway (they also mention Stratford but it would have to be a pretty spectacular derailment for us to end up blocking the mainline there).
What are the detonators used for? Is it just 'audible warning', or is there something else more 'technical'?
Not really, detonators are part of the mandatory protection for a blocked line. When the train's wheels run over them though make a loud popping noise and there are some sparks (though the driver wouldn't see them) and the driver must stop the train immediately.
I'd be surprised if there's a berthing issue at Oval on a plain line stretch of track. If there's any need to bring a train in slower so that it doesn't, for example, grab a busy set of points then this should be in the guideway data. I don't have access to the documents anymore but if you ask the SSDM or signaller next time you're at Highgate they can show you any BR and TSR restrictions applied on the SMC.
Does the normal ABBR ruling apply to ETLA's?
SSDM: Signal Systems Delivery Manager? BR: Brake Rate TSR: Temporary Speed Restriction SMC: System Management Centre
On board each train are two VOBCs (Vehicle on Board Controllers). Normally only one is active. Between the two running rails there are inductive loops, with crossovers every 25 metres. The VOBC can detect the change in the signal at these crossovers and can use this and other information to work out where it is. Using the inductive loop, the VOBC communicates with the VCC (Vehicle Control Centre) and tells the VCC where it is. Ideally all of the trains in the area under the VCC's control (there are multiple VCCs per line, with each having its own area of control) will be communicating with the VCC and telling it where they are. The VCC will use this information to calculate how fast a train can safely travel, work out when it needs to start braking and by how much and things like that. It will then communicate instructions to each train using the inductive loops. The VCCs also communicate with each other, obviously, to pass trains to each other, and with the Station Controller Subsystems (SCS), to command events such as point movements.
Now if a train stops communicating with the VCC this is a big problem because it cannot then receive these instructions or provide updates to the VCC. It will therefore emergency brake and will have to be driven under the RM procedure (Restricted Manual - max speed about 17.5 kph) to the nearest point at which it can then re-enter the system. This point will be the next loop boundary. The inductive loops are a maximum length of 1 kilometre, and at the boundaries between loops, trains can re-enter the system. This will require the full length of the train to be clear of the boundary (marked by an EP (Entry Point) sign) in order that both VOBCs are fully in the next loop. This position is the clearance point, marked by an EPX sign. The RM procedure isn't a barrel of laughs as it obviously requires authorisation over any points between the train and the clearance point.
The Victoria Line is currently part suspended "due to while we fix a track fault at Victoria". The suspension is Victoria-Brixton southbound but Brixton-Green Park northbound.
Does this mean the trains are using a (presumably trailing) crossover north of Victoria that can't be used in passenger service? What sort of service level are they managing to run with that set-up?
Presumably the fault must be between the reversing siding and the platforms at Victoria for them not to be reversing there?
They must indeed be using the trailing crossover north of Victoria, but this crossover certainly can be used in passenger service.
I believe it is likely to be more a question of logistics. Having just the one platform for arrivals and departures at the busy Victoria station would be an absolute horror show. Best to terminate at Victoria southbound, get people off the train service and then head back empty, re-entering service at Green Park.