PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Aug 21, 2019 12:35:10 GMT
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Aug 15, 2019 12:36:53 GMT
Don't forget that the whole of the LNWR/NLL electrification was originally 4 rail, and extended onto the West London Line and thence the District to Earls Court, and the LNWR operated a through service there up to WW2 using its own stock. The then BR-only bits were converted to 3 rail in the late 60s once all the pre-war units were withdrawn. So Willesden bay is probably an anomaly as a result of this process.
As a matter of interest, can Harrow & Wealdstone reversing siding be used by NR trains?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Aug 15, 2019 12:15:30 GMT
So just like every other Overground decision regarding train and platform lengths! But it isn't (just) an Overground decision is it? It is down to Network Rail to price and find the money for it. Gospel Oak should be do-able, but would need track and signalling alterations. South Tottenham would always be the most difficult owing to the position of the A10 bridge and the junction to the east. Given the costs, increasing the frequency would be a cheaper first option, especially once Barking Riverside opens. As a resident of Harrow, I'm looking forward to the increased frequency on the DC line, but do wonder about the decision to only use four-car 710/2 units now that additional five-car 710/2s have been ordered for the North London Line. Gospel Oak might actually be quite tight. At one end, you have the 'v' of the junction between the GOBLIN freight lines and the NLL. There might be slightly more space to be exploited from when the bay road was put in in 1981 as the original mechanical signal box was located in the 'v' of the junction and burnt down in c.1984. At the other end, you have the curved bridge over Gordon House Road so there isn't a lot of space to play with, and preserve overlaps. The luxury solution of course would be to reconfigure the layout entirely and either resignal the freight lines for bi directional working and have platforms on them, or build a new bay road on the far side adjacent to Parliament Hill Fields - either would be massively costly and disruptive. With South Tottenham, one could probably get round the issue with SDO to an extent, but obviously, this isn't an option at a terminus.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Aug 12, 2019 12:06:09 GMT
There are things you can do to increase the time available before people self-detrain, such as giving them timely, truthful and detailed information about what is happening, why and how long you expect to be before either 1 or 2 happens and keeping the environment on the train as comfortable as possible, but on a hot day in an urban area with an apparently easy route to alternative transport options visible you probably have at absolute most about an hour no matter what you do. In all situations though you need to start planning to do (2) as soon as there is a chance if there is a chance that (1) will not happen (if not sooner). Quite so. The other challenge, with a DOO train is that the driver must protect their train as a priority and contact the necessary signalling, control and other authorities to appraise them of the situation and then in all probability be expected to keep a calm head and go through a number of technical/diagnostic procedures. During all of which, they can't also be making endless reassuring and accurate announcements.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Feb 4, 2019 12:48:18 GMT
Nice to hear. I’ve just the once, as a passenger, managed to use the slow to fast crossover at Sydenham, but never made the fast to slow at Forest Hill. The former seems also to be used by ECS from Streatham Hill heading to London Bridge, but not so sure of the latter. During disruption, London Bridge to London Victoria trains will run Down Sussex Fast and crossover at Forest Hill when they're a fair bit behind schedule. ....including one I was on last autumn that was routed that way to be in front of the Crystal Palace terminating LO service, and was booked fast from NXG to Crystal Palace. Except that it was held stationary on the fast at Forest Hill before crossing over whilst the LO service it had dutifully overtaken was then given precedence.... Epic cock-up
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 31, 2019 15:50:26 GMT
Here we are, hope you enjoy it. Was lucky to have a day off both today and yesterday to catch the event. I suppose we have to just wait for the new Aventra trains to start operating in passenger service. As an aside, I love 'Incredibly pi$$ed off of Gospel Oak's audible sigh at 2.47 as they negotiate your tripod.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 28, 2019 13:26:40 GMT
Presumably, the bay road at Gospel Oak is the overriding factor preventing 5 car trains on the GOBLIN, given the location of the turnout into the bay, the bridge over Gordon House Road and the proximity of the junction between the NLL and GOBLIN at the other end? This is presumably still the case as when it was built in 1981, Gospel Oak mechanical SB still existed in the fork of the junction at the end of the bay, but as that burnt down in about 1985, the space it once took would in theory be available. Clearly, the best solution for maintenance would be one common fleet with the rest of the NLL/WLL/DC? The GOBLIN has always suffered to a greater or lesser extent, from a non-standard fleet with adjacent lines and this is sadly set to continue, albeit that the introduction of new maximum length electric trains is a significant improvement.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 25, 2019 14:04:00 GMT
I commute on that line so I know that's where they changeover. Could the line not handle a changeover at speed? And are we to see fast trains on the Northern City Line with the introduction of the trains? The trains themselves will likely be capable of changing over at speed. If it is disabled it will be entirely software-based. The infrastructure is a completely different story. Changing over between different methods on the move requires certain mitigations within the overhead line equipment and/or third rail equipment. And in this case, the 3rd rail and OHLE are only concurrent for the length of Drayton Park platform. Mitigation for a failure to change over is provided by crossovers at each end of the station. It is much more common to fail to get the pan down and change onto DC than the other way round, albeit that failures of this type are pretty rare.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Aug 8, 2018 12:54:33 GMT
I'm sure Network Rail have remote wheelset monitoring equipment. In the recent 'Paddington Station 24/7' TV fly on the wall, an HST was taken out of service for wheelset examination with potential flats as it had tripped a detector on its inbound working and if I recall a maximum speed restriction of 50 mph was applied to the set with immediate effect to complete the journey with a prohibition on further use until after examination.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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DRICO
Mar 9, 2018 14:17:37 GMT
Post by PGtrips on Mar 9, 2018 14:17:37 GMT
What did testing the DRICO actually involve, to justify the extra time in the schedules? Would the train be stopped in section to allow this to take place?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Feb 9, 2018 15:23:51 GMT
A60stock, Another example of how high frequency disruption is dealt with on the Tube is the Victoria line which at peak times famously has more trains than it has platforms to accommodate them and so as soon as the line experiences major dirupton the first course of action is to send 4-6 trains back to the depot as an immediate measure before more drastic measures such as holding the service may be considered. I don't mean to be a pedant here but what the driver relayed over the PA is technically true as the reversal point itself is Charing Cross whilst the train itself would empty at Green Park which isn't a reversing point just a de-training one. Presumably then, if there is an outage at Wembley Park, all the short tripping will result in an avalanche of southbound trains and in this case, sending them to Charing Cross is both the nearest option rather than running through to depot, and presumably 4 - 6 trains can be accommodated on the Charing Cross spur thereby being got out of the way immediately, but better placed to plug the deficit of Northbound trains that will arise once the service is resumed?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Nov 9, 2017 15:51:03 GMT
What has changed to allow all doors to be used at these locations?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jun 5, 2017 14:36:26 GMT
Around 1984-5, the afternoon Kenny Belle, which I think did 3 round trips was booked for a 33/1 + 4TC. It then ran ECS from Clapham to Waterloo and was coupled to the country end of 2 4VEPs to form the 18.10 Waterloo to Salisbury and Eastleigh. IIRC fast to Woking, then Farnborough and dividing at Basingstoke. As can be imagined, the combination of the acceleration of the VEPs together the 1550 HP of the 33 meant that it went like a rocket.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Apr 21, 2017 16:54:56 GMT
Trying to pick this up at ECT now. Any estimate of time and platform at ECT?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Oct 21, 2016 14:14:19 GMT
Does anyone know what the result of the controlled explosion was in terms of damage to rolling stock or station infrastructure?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Mar 30, 2016 13:05:36 GMT
In general terms, you have to feel pretty sorry for the staff directly involved at that hour of the night, looking for points to secure in the dark with out of date information. And you have to seriously question the one hour target to detrain because whilst that is a good idea in principle, and might pertain in a crowded central London tube scenario, in the circumstances in question, with an uncrowded train with the juice still on nobody was in any immediate danger. Could it be, and the investigation might tell us, that staff involved in securing the route were under pressure to meet the one hour deadline and their decision making time, in a complex and unrehearsable scenario, might have been compromised.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Mar 7, 2016 15:52:50 GMT
Roughly what proportion of the service is D and S at the moment on an average weekday?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Nov 9, 2015 18:30:24 GMT
Were there any instances of GWR/WR ATC installations with LU electrified track? I wondered about possibly Paddington suburban before the H&C was fully segregated in 1967-8? This would be quite challenging as the ATC ramps were 10-12 ft long and the shoe on the train made physical contact with the ramp. Certainly ATC fitted GW locos went to Smithfield and Hammersmith so how did that work?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Nov 9, 2015 13:51:03 GMT
On the Wimbledon and Richmond branches AWS ramps are fitted in the rear of signals (usually beyond the platforms at stations) and TPWS loops at the signal itself. Presumably, that requires a gap in the negative conductor rail, given that this kit is mounted on the centre line of the track?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Oct 13, 2015 14:16:45 GMT
Denmark Hill?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Oct 2, 2014 15:06:46 GMT
I would think they would consider it to be a distinct upgrade from the overcrowded 142 that currently provides the key morning service into York.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Oct 2, 2014 14:45:29 GMT
I thought the Cravens all had high rise shoegear anyway, so don't understand why it should break in these circumstances.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jul 9, 2014 14:12:17 GMT
I've always wonder when the conventional LUL signalling was introduced? The signals themselves looked dated. I have asked in the past when they were introduced and replies were "in the 40s", "in the 20s". But what I want to know is when they were properly introduced. A defining moment would be 1898/99, when the Met and District ordered an experimental electric train, to assist with testing all kinds of issues pertaining to the forthcoming electrification. A key thing was the immunisation of track circuits and prevention of traction current earth leakage. As I understand it, a number of conductor rail arrangements were tried and the 4 rail layout as used today was arrived at. This paved the way for the running rails to be used for signalling track circuits which allowed the central areas to be resignalled along with electrification. Presumably, the previous signalling would have been semaphores with some kind of lock and block treadles.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jul 7, 2014 13:43:52 GMT
The few remaining trains that use Platform 3 will be reduced even further later in the year. All the signing will soon be changed to tell you to use platform 6 for Central London. Is the plan to abolish use of Barking bay altogether and if so, what is this meant to achieve? Does this not reduce operational flexibility if everything has to reverse via the sidings - or have I misunderstood what is proposed?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 31, 2014 16:39:40 GMT
So how was this working crewed, taking into account the required route and stock knoweledge?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 14, 2014 15:18:06 GMT
My recollection is that modern lifts then were usually smaller in size than the original installations and the shafts were simply fitted out to accommodate the smaller cars, thus installing bigger cars for current refurbishment projects is probably not an issue other than reframing the shaft appropriately. Remember that the original lifts installed on all the Yerkes tubes were trapezoid in shape, because the shafts are circular in section. They were installed two to a shaft as an opposite-handed pair. I guess all the lift cars for all three lines were ordered at roughly the same time, making a worwhile run of this unusual shape. With ad hoc replacement over the years, it might possibly have been cheaper to have an 'off the shelf' rectangular shaped lift car?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 13, 2014 13:21:17 GMT
My motives for asking the original question were that Jim would have had a pretty rough turn, standing for 5+ hours without relief or facilities at the location. I didn't know he was nights until Colin pointed it out. My point was that if you miss your next rostered turn due to a late book-off, for whatever reason, what happens next, is there the potenital to lose out financially, do you just work a short duty the day after and then go back to what you were rostered to on day 3, or is there the potential to keep getting put back later and later if a number of late finishes are incurred?
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 8, 2014 15:52:35 GMT
. I arrived in Upminster Depot at 07.05 instead of the booked 01.40. So in that scenario of booking off over 5 hours late, quite apart from the not inconsiderable overtime what happens to your next rostered duty (in general terms, I quite understand if you can't be specific about this particular circumstance)?.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Jan 15, 2013 15:07:40 GMT
It looks like the train has gone through some buffers at the end of a siding and carried on into the building as there appears to be a set of buffers on an adjacent road.
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PGtrips
Ahh... don't you just love PG?
Posts: 113
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Post by PGtrips on Oct 1, 2012 13:20:17 GMT
Certainly didn't when i took one up there. You have aroused my curiosity. When did you do that, and why?
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