Thanks MoreToJack and North End for those answers. I wouldve thought it a bit harsh to treat it the same as a SPAD, unless of course a SPAD occurs. I remember reading somewhere that Whitechapels "old" layout was also particularly awful for trains tripping, much like Edgware road, with their delayed trainstops.
Sorry to be asking the obvious here zcap but did it have its headlights or taillights on?
As far as I remember, the headlights were on (however i'm not 100% certain). I remember seeing someone walking around the cab. The saloon lights were on too, so the train was on juice. From my position I couldnt make out whether the rear of the train was clear of no.7 points or not. A train was waiting on platform 2 (northbound) during my wait, but no trains came into platform 3.
Hi all, In my convoluted adventures upon the underground today I arrived at Baker Street at around 1:30pm and went up to the Met Line platforms hoping to jump on a Southbound train to Euston Square. I looked northbound and saw a train stopped at the foot of Platform 4, showing no destination on the trains destination indicator. I waited for a while and the train didnt move. Announcements on platform 3 were telling us to go to platform 5 to "continue our journey". I hung around and the train remained in situ. It appeared to block the southbound approach and as such, no trains passed through platform 3.
My question... What happened? I figured that the train mustve tripped on the outer blind trainstop. Was this so?
To continue on this point, do such events count as SPADs since there is no actual signal associated with the trainstop?
Dear everyone, Thank you all who responded and posted here, Ive been away for the for the past few weeks hence my lack of responsiveness. I appreciate the niche-ness of what I was asking for so to have gotten such a fruitful set of responses and attempts at finding the diagrams certainly made my morning today. Those videos especially, are excellent! So thank you all for your contributions.
Hey all, happy new year! I hope the new year is treating you all well. Another ridiculous signalling related question today and as you have guessed, its about the good old ELL.
Does anyone, by any chance, have a copy of the signalling diagram of the ELL before it closed? Preferably when Shoreditch was still open. Ive had a pretty in depth search around the web but apart from Harsigs diagram, it was to no avail. :/
They spread around the BR network,particularly in the areas still served by slam-door stock,in the 90s
And the legacy of the slam door era yellow lines still lives on today, in the South... For example, Woolwich Arsenal, with a graciously low line speed of 20Mph through it; one cant help but notice the massive distance between the edge of the platform and the yellow line. One would expect a HST to be passing through at 125Mph if they saw that gap, only to be greeted by a sweet Networker (or occasionally a Class 376, and very soon Ufos.. I mean, 700s), crawling into the station as if it was trying to sneak up on you.
I guess some poor fella musta got it bad from a 415 once upon a time, im sure getting hit by those doors was more than just a headache.
Nontheless, pulling it back the initial question of interest, was there any reason for its apparently rapid application? As far as memory and pictures are concerned, one may as well claim it was an overnight phenomenon.
Only a simple one tonight. Does anyone know for certain when yellow lines on platforms became a thing on Underground Stations? And in fact, why they were introduced? Its been picking away at me and I haven't really been able to find anything concrete, only that it must've happened some time in the very late 90's early 2000's (which is vaguely what I seem to recall from some very early memories), but ive always wondered when and why they were introduced.
Living next to the railway certainly has its benefits; about an hour ago I heard the ufo-esque motors and ran to see a class 700 pull into my local station. A quick search confirms it as 5Z82, Blackfriars to Blackfriars via Denmark Hill, Lewisham, Woolwich Arsenal, Slade Green, Eltham, Lewisham, Denmark Hill and Blackfriars.
Certainly exciting times.
Does anyone know if this route going to be timetabled, alongside the Rainham services?
I assume that the Rainham being discussed here is the one in Kent (and not Essex) and the Luton being discussed here is the one in Bedfordshire (and not Kent).
Are my assumptions correct?
If so, it is in a way a shame, as through trains from Luton to Luton and from Rainham to Rainham (when in both cases the physical locations are many miles apart and the journeys are not circular) would be viable, albeit at the cost of perplexing any passengers who have no idea of geography.
(services to Rainham Essex might work better after the Goblin route has been energised)
Thine assumptions are indeed correct! The idea of a Rainham to Rainham service is certainly entertaining xD
I was travelling home late last night and as I arrived into Woolwich Arsenal, I noticed on the train describer a train which terminates at West Silvertown due to depart Woolwich Arsenal at 00:29. This struck me as absurdly odd. What is the point of such a service? Where does it go on to? And why not continue in revenue service?
I rather enjoy when the lights go out on '96 stock, it reminds me that they are getting old. As old as me But, in all seriousness, its getting more and more common now on stocks like the '96 stock, which, im not particularly against. The short bouts of darkness are quite fun imo.
Not so recently, I got on a '95 stock at Waterloo towards Warren Street, and all the lights in the first carriage were out except two by the interconnecting doors. I sat by the cab and just enjoyed the ride in the darkness.
Why is OJ20 semi-automatic? To prevent trains from carrying on when the service is suspended west of King's Cross and have to reverse via OJ17 and 18 points?
Also, why is A201 red in the after diagram?
For A.201, I assume its because it has a timed track circuit (and a policeman, a timed trainstop without a signal) in rear of it that means it can only clear once the train has cleared the timing section, ergo making A.201s default signal aspect that of being at danger; red. Extra fact (that could be fiction): The policeman in rear of A.201 is there to protect the crossover in advance of OJ.13, from overrun since A.201 does not provide sufficient overlap, for a train travelling at line speed as far as I know
For OJ.20, Im not sure, but to prevent reversers from carrying on makes sense. I THINK (although I cannot confirm since I am not in the country right now), the Inner Circle Limit of Shunt is right at OJ.20.