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Post by Tom on Apr 21, 2020 11:09:06 GMT
A - South Ruislip B - Waterloo C - Taplow?
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Post by Tom on Apr 21, 2020 9:41:19 GMT
As Dstock7080 says, it's postponed indefinitely. Within the 4LM team we're not expecting the new date (when it's announced) to be in 2020.
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Post by Tom on Apr 20, 2020 22:36:39 GMT
If these duties dio not allow social distancing should the unions be involveing the police? No, but I would envisage the Health and Safety at Work Act being quoted as a reason not to put oneself in a risky position.
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Post by Tom on Apr 16, 2020 23:02:37 GMT
Folks, There have been a few posts in the last day or so on the subject of Government information (or lack thereof) where we have started to drift off-topic. This is your regular (gentle) reminder that this thread is intended to discuss Coronavirus implications on London's transport system, and not general issues arising or relating to the pandemic. Please continue to keep this in mind when posting.
Thanks, Tom.
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Post by Tom on Apr 13, 2020 16:56:19 GMT
Heathrow’s Terminal 4 to close on Friday, Terminal 3 to follow suit by the end of the month leaving just 2 & 5. Bliss! Are there any implications for the Piccadilly line service pattern from this, such as closing T4 and sending everything direct to Terminals 123 and 5?
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Post by Tom on Apr 13, 2020 16:53:07 GMT
South Acton.
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Post by Tom on Apr 5, 2020 22:13:37 GMT
Had an interesting morning with the Battersea crew once. When the updating work started at Victoria somebody cut a thick cable in the District line ticket hall. It later dropped down on the District line tracks. It meant trains couldn't run. Eventually one train was held in each platform and one of the crew climbed onto the roof of the trains and tied the cable up. He was rather rotund and it was a tight squeeze. These days that would be classed as having too much practicality and common-sense! Not at all. The ERU have a way of getting away with things that other parts of the organisation (particularly projects, which are usually considered to be construction sites) would never be able to do in a million years - because it is urgent and service affecting. That said, the consequences of a slip or trip after during such a repair would be interesting!
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Post by Tom on Apr 3, 2020 12:56:20 GMT
I had a visit to the ERU a number of years ago, which was very eye-opening. The bit about there not being much space under the trains is definitely true - we got to crawl the length of a 1967 stock car and there was very little space.
That said, my experience of the ERU when I've had to work with them has been less than favourable. My abiding memory was about fifteen years ago on a track fault found by an ultrasonic testing team, where the ERU were particularly 'trigger happy', rushing in to replacing the rail and ignoring the more experienced Permanent Way staff on site. Their attitude seemed to be "We're the ERU, we know best". In the end the rail couldn't be replaced and had to be re-fitted (after we'd got it out) and a Temporary Speed Restriction applied. Some cooler-headed thinking would have saved a significant delay.
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Post by Tom on Apr 2, 2020 8:33:28 GMT
Osterley.
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Post by Tom on Mar 31, 2020 21:13:06 GMT
The escalator shaft at King's Cross had 48 layers of paint which is why there was a flashover. At the risk of going off topic (please forgive me superteacher !) the manufacturers of the paint used at King's Cross were represented at the enquiry. The Fennell report states there were "as many as twenty individual paint layers", not 48. It further says that there was an allegation "that the paint had been a substantial cause of the flashover. ...It is clear from the evidence which I have heard that there was no substance in the allegation". The full report is at the Railways Archive, should anyone wish to re-appraise themselves with its contents.
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Post by Tom on Mar 23, 2020 19:12:54 GMT
Between Shoreditch High Street and Hoxton, I think.
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Post by Tom on Mar 20, 2020 20:40:42 GMT
How much of this is due to use of historic addresses. I used to live in the borough of Ealing, my postcode was UX (Uxbridge) rather than a W code, and the address was Greenford, Middlesex. I left many years ago, so I wonder what the current address of my old house is. The Uxbridge area postcode sequence is 'UB'; Greenford is UB6.
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Post by Tom on Mar 4, 2020 21:41:15 GMT
There were some mods last weekend but more are due to follow towards the beginning of April.
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Post by Tom on Feb 27, 2020 17:04:26 GMT
Power supplies on the met certainly had to be upgraded when the S Stock was introduced, Yes ... but unless someone knows otherwise, not necessarily for overall power. It was for overall power consumption - more auxiliaries than traction. Similar issues occured with the introduction of 1992 and 1995 stocks (and probably 1996 as well). Prior to S stock we had traction control fitted to sidings at Harrow and Rayners Lane. An A stock train could happily sit there with its MAs, Compressors etc. running, but would trip the traction control breaker out if it began to motor against the outlet signal. An S stock would cause the breakers to trip just from the current drawn by the auxililaries. I'm hoping someone like t697 will be along soon and be able to give a fuller explanation than I... I'm just a lowly signal engineer.
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Post by Tom on Feb 26, 2020 9:22:40 GMT
The efficient LED lighting releases energy for the passenger info systems to be fitted, etc. Presume LED lights also have longer life to cut maintenance costs. LED lights are definitely needed - almost every Bakerloo train I get on has at least one (usully several) tubes out. It's clear that the scoring model based on ambience in the days of Metronet has been long forgotten.
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Post by Tom on Feb 25, 2020 8:41:12 GMT
B looks like Goodge Street.
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Post by Tom on Feb 11, 2020 21:49:50 GMT
The LU parts for A and C are Perivale and Northolt, respectively.
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Post by Tom on Feb 7, 2020 22:36:08 GMT
Joined.up thinking would suggest removing the points after the full reversing facilities become available at Tower Hill. Sadly, nothing surprises me any more. It's not quite that simple, sadly. Because of the decision to abolish the crossover, it doesn't appear in the SelTrac guideway data. Had it not been removed before commissioning, it would have been an undetected set of points which would have required a securing and inspection regime (think Cardiff) which is the sort of hazard that we should avoid, mainly because the controls to keep the risk at a level which is acceptable are human controls and thus liable to human error. Removal of the crossover was always planned to be prior to SMA3 commissioning, though the gap between plain lining and SMA commissioning is somewhat longer than first envisaged.
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Post by Tom on Jan 27, 2020 18:56:30 GMT
I've wondered about trainsstops and tripcocks myself. On another forum (WNXX) it is stated there are some trainstops on the existing IOW set-up. I was not aware of that, no idea if it is true or not. It's true - though they're only to be found at signals protecting the single line sections. They are the Electro-hydraulic variant as used on the Watford DC lines. Personally I think TPWS is the way to go, but we shall have to wait and see.
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Post by Tom on Jan 27, 2020 18:53:35 GMT
I'm sure someone like mrfs42 or Tom or railtechnician will be able to give a far more sagacious comment, but LT did at least attempt somewhat to standardise its conventional signalling, where and when pragmatic (not withstanding XKCD's point on standardised standards). It appeared standard to drivers, and whilst a lot of components were the same it could also be very different in how it worked - even on the same line. It was, however, much more evolutionary than revolutionary and the core principles didn't change much.
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Post by Tom on Jan 23, 2020 1:51:38 GMT
The foreground is North Harrow. Not sure about the background other than it looks Russian.
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Post by Tom on Jan 14, 2020 15:26:37 GMT
And just for the record, you can add the station starter shunt at Heathrow 5, WZ11, although they may modify that shortly to be displaying at all times as it's in our top 10 multi-SPaD signal list. That'll make an interesting concession to standards then! (A shunt signal associated with a colour light aspect should be suppressed unless the shunt signal is clear. In this case the Fixed Red Light is the colour light aspect, terminating the route from WZ1100.) What it probably needs is an additional Fixed Red Light more in the Train Operator's field of vision.
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Post by Tom on Jan 4, 2020 9:52:06 GMT
Looking at it again, have they just put the brake handle on upside down?
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Post by Tom on Jan 4, 2020 9:38:09 GMT
The foreground is between Chiswick Park and Turnham Green, not sure about the background.
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Post by Tom on Jan 2, 2020 23:05:48 GMT
I'm probably miles off (I usually am!), but is it Slough again, with the Windsor branch heading off to the left? If it is, then Slough has changed a lot since Monday!
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Post by Tom on Jan 2, 2020 23:01:51 GMT
At Chesham, if this fails the signal approaching is put to danger, I have no idea about any other location. It's the same at other locations. If the trainstops aren't detected up, or the devices that start the timing of the trainstops aren't in the right state, the previous signal will not clear.
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Post by Tom on Jan 1, 2020 20:00:22 GMT
Yes, there was, but it's also worth considering that the reasons for providing buffer stops have changed through the years.
In railway terms, 'buffing' is a compressive force between vehicles (and fixed objects). Buffers on vehicles act to absorb the compressive forces between them. Buffer stops act to engage with the buffers on the train at the end of a piece of track for the train to buff against; they were only designed for very low speed compression and certainly not for any high-speed impact. The traditional way of managing a higher speed approach to a dead-end was to either install hydraulic buffers which provided a controlled buffing force until they were fully compressed, or install a sand drag (or more accuratley a sand hump) which would give a degree of retardation prior to ultimate derailment or collision with the buffer stop.
The Moorgate collision (amongst others) demonstrated that sand drags weren't actually that effective and this lead to a series of trails where (unstaffed) trains were driven into a series of materials which were considered to have good retarding properties - this lead to the design of train arrestor we have today at Edgware which is designed to provide controlled retardation at or below a specific speed. However, ealrier than this (as far back as 1902), research in Europe (particularly Germany) had developed various designs of friction buffer stop to provide a controlled means of deceleration - usually using additional blocks positioned behind the buffer to provide controlled deceleration and dissipation of the kinetic energy involved.
The modern train arrestor is thus designed to cope with a far higher impact speed than the traditional rail-built buffer stop ever was.
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Post by Tom on Jan 1, 2020 10:48:55 GMT
I've been up and down those stairs a few times - I won't say where it is though.
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Post by Tom on Dec 31, 2019 20:49:50 GMT
As Tom says when introduced the ‘59 Stock had a similar pattern moquette to the later ‘62 Stock grey/black/red, the blue/green/black (Straub) was introduced just before they were transferred to the Northern Line. You can see the moquette originally used on 1959 stock when running on the Piccadilly line in All That Mighty Heart.
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Post by Tom on Dec 30, 2019 18:52:03 GMT
Moquettes were certainly different between 1959 and 1962 stocks - plus as 59s went to the Northern line from the Picc they recieved new (Straub) moquette.
I'm intrigued by some of the footage which certainly looks like Aldwych - though they appear to be driving the train right into the overrun tunnel for filming purposes. (Pre-Moorgate so not really out of the ordinary, but I'm not sure I'd have liked to do it.)
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