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Post by bruce on May 17, 2014 14:00:32 GMT
I very much suspect Harsig is referring to the area where the Watford Branch, branches off. Watford (Met) Junction.Indeed it was always known to me as Watford Junction when I worked on the Met. I thought this junction is known as Watford South Junction.
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Post by bruce on Apr 30, 2014 18:40:11 GMT
Both Earls Court and Cobourg Street had the route buttons in draws. The idea behind this was that the program machines would do the routing of trains and the regulator would only intervene for service disruptions. The cables to the push button draws was single strand multi-core telephone cable which was not designed to be flexible. Eventually with the opening and closing of these draws the singls core started to fracture. At both control rooms the route buttons were moved and placed vertically above the program machine and train describer buttons. (There were no Train describer buttons on the Victoria Line desks.)
One problem with the route buttons was the connection to the lamp in the button. Two very flexible wires was used for the connection but over a period of time with the button being pushed and sometimes pulled these wires broke and the lamp in the button no longer illuminated. Spares for these buttons was getting difficult to source so a different design of button was trialed and approved. The route buttons were all replaced at Earls Court sometime during 2007/08 and also at Cobourg Street where only the Northern Line route buttons were replaced. Metronetrail refused to pay Tubelines for replacement buttons as the Victoria Line desks were only going to be in commission for a few more years and they could use the old buttons off the Northern Line desks as a source of spares. Metronetrail did pay for the track and program machine diagram lamps to be replaced with led's.
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Post by bruce on Mar 16, 2014 19:48:58 GMT
How about Piccadilly Circus bakerloo Line?
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Post by bruce on Mar 16, 2014 19:45:50 GMT
Brings a new meaning to 'Cut-n-shut'
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Post by bruce on Feb 10, 2014 21:02:47 GMT
Was the Charing Cross branch resignalled when the rest of the Jubilee Line was resignalled recently?
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Post by bruce on Feb 9, 2014 15:00:38 GMT
According to BBC teletext travel news the service is suspended, this time due to a landslip near Shanklin
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Post by bruce on Jan 28, 2014 16:25:47 GMT
Euston Square?
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Post by bruce on Jan 27, 2014 9:36:37 GMT
They may have been disposed of by now. There was a big clean up in London Road Depot a few years back when everything that was no longer wanted was disposed of, this included staff's work & personal belongings that were stored in large plastic crates.
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Post by bruce on Jan 25, 2014 19:07:15 GMT
Kings Cross Met Line concourse had a bar on the right hand side at the bottom of the stairs. In its later years it was changed into a doughnut bar.
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Post by bruce on Jan 24, 2014 22:22:12 GMT
The picture was definately taken in London Road Depot.
What became of the trial - nothing, too many adjustments had to be made on the railbikes to take into account curves, track cant etc. In other words every time a curve was encountered the railbike had to be adjusted otherwise on some curves it would had toppled over and as the Bakerloo has a lot of curves some being of a very sharp radius, the railbikes were deemed no good. I believe that there were discussions on if the railbike should be classed as a train and as it would be used in engineering hours it would need a possession. I don't think the discusssons went any further after the railbike was found to be impracticable.
Last time I saw them there were 3 stored in London Road Depot gathering dust, this was about 6 years ago.
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Post by bruce on Jan 18, 2014 19:23:01 GMT
Edgware?
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Post by bruce on Dec 31, 2013 17:28:12 GMT
A shot in the dark that 4 = Putney Bridge
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Post by bruce on Dec 30, 2013 17:51:45 GMT
I hope that the flooding does not give them the excuse to permanently shut the Island Line.
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Post by bruce on Dec 15, 2013 12:54:15 GMT
Baker Street
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Post by bruce on Dec 15, 2013 12:52:28 GMT
5 = Pontoon Dock
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Post by bruce on Dec 14, 2013 14:41:23 GMT
2 = Woolwich
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Post by bruce on Dec 10, 2013 19:17:14 GMT
A = Kennington Southbound Charing Cross Branch
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Post by bruce on Dec 8, 2013 16:24:14 GMT
Ancient Copper Mine, Great Orme, Llandudno, Wales
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Post by bruce on Dec 8, 2013 16:20:55 GMT
5. Tower Hill
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Post by bruce on Dec 6, 2013 18:36:49 GMT
I would imagine that the only places that a form of Greathead Shield whould have been used is in the digging of the Platform tunnels and other station tunnels. As far as I know and can find from various sourses, mainly the internet, that the running tunnels were dug using rotary digging machines which were the forerunners of todays TBM's. All tunneling machines even the latest TBM's are all loosly based on the operation of the Greathead Shield. There was some experimental tunneling done in the Finsbury Park area before the Victoria Line was constructed, this may well have been dug used a form of Greathead Shield with the miners using pneumatic tools. There has been a discussion about this tunnel on District Dave's before. link
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Post by bruce on Dec 5, 2013 21:00:29 GMT
Rotary mechanical diggers were used for most of the line. linkThe Moorgate disaster was on Friday 28th February 1975 at 08.46 when a train crashed into the end of the short tunnel at the south end of Platform 9.
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Post by bruce on Dec 5, 2013 18:56:41 GMT
5 = Preston Park
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Post by bruce on Dec 5, 2013 18:53:06 GMT
The IDENTRA system was a Train Describer system used. It was not a form of Positive Train Identifcation. I cannot think of any Victoria Line relay room or Interlocking Machine Room where there was a glass panel facing towards the track. As far as I can remember there were no cut outs facing the track in the aluminum skin on the inside of these rooms. I know that there have been various experiments over the years ti find a reliable system to read the train number from a passing train. The '67 stock were fitted with train number holders at the bottom of the near side drivers drop light and this is the numbers that the system woulfd have read not those on the front. In the early part of this century a system was devised using high quality video camera's at various points to read the numbers. The camera was only switched on while the train was on the adjacent track circuit to the camera. The signal was read, coded and digitised and then sent to Cobourg Street by a serial link where it was decoded and the number was then displayed on the Program Macine Diagram. In the short time I was at Cobourg Street before I was retired through ill health, this system was switched off. The reason being the dreaded tunnel dust had contaminated the camera's.
I believe that there were originally 12 platform brake spots but the 5.5Khz was found not to be needed. 3 of the 5.5Khz spots were later used on the southbound road from Northumberland Park Depot. :- The spots were installed an equal distance apart and were used to set the 1988 Auto Drive Box up. This was a processor based unit with the layout of the line in a read only memory. The box was also capable of logging signals received from the track along with information from the train. Although only 2 spots were required to set the box up the third one was there in case one of the other two failed. There was also the 20Khz brake spot and the 15Khs coasting spot.
Going back to Alight original post and some clarification:-
V – While the ATO system was in operation the driver has no control of the brakes so there is a Westinghouse brake controller so the driver could override the ATO if it’s necessary.
This is not strictly true. The Train Operator could take control of the train at any time by using the brake/traction controller.
This combined brake and traction controller was nicknamed the 'One Armed Bandit' by some train operators.
V – The ATO system works by picking up codes from the track by a transceiver located on one of the bogies.
The codes are picked up by two coils, each coil is located in front of the leading pair of wheels on the front bogie. An additional pair of coils are used to pick up the brake and coasting commands.
V - A 270 code for trains coasting at around 25mph used when the train approaches a red signal or a section marker.
Section Marker is known as a Headway Post on the Victoria Line. 270 code:- Without getting too technical, a 270 code is applied to certain track circuits when the train ahead is within full speed braking distance of the following train plus a margin of safety. The 270 code permits the train to run at a speed not exceeding 22 M.P.H. with application of the motors. Cancels any brake command. Allows train to re-start after a signal or headway signal stop. The 270 code was never on the last track circuit in a platform.
V - A 180 code for trains needing to stop at a red light or at a station.
Also allows a train to coast at 22 M.P.H. without application of the motors.
V - And a 120 code if the train would to pass a red signal or pass the stopping point this code will cause the train to trip and put on the emergency brakes.
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Post by bruce on Dec 4, 2013 18:59:44 GMT
CARRIER WAVE
Carrier Wave transmission/reception was through the TRACTION RAILS not the running rails.
IDENTRA
The 'IDENTRA' system in use on the Victoria Line is an adaptation of existing systems in use in Chigago and Stockholm modified to suit the needs of London Underground. The system relies on the train automatically projecting its description forwards from certain selected points along the line.
The operation of the system relies on the mutual coupling between a fixed coil assembly in the tunnel and a tuned coil on a passing train producing oscillations in wayside equipment at a frequency dependent on the tuning of the train coil. By providing means of varying the tuning of the train coil a varying number of oscillatory frequencies may be obtained.
The induced frequencies are transmitted via a single pair of lines to the relay rooms at the stations ahead where the particular frequency being transmitted is recognised and selected by suitable equipment and then fed to the storage equipment.
The system provides for any one of eight distinct descriptions to be transmitted on a pair of lines although the equipment could be extended to as many descriptions as may be required still using a single pair of transmission lines.
BRAKE COMMAND SPOTS
Braking at stations is automatically effected by a succession of command spots of progressively decreasing frequencies. They are installed at positions such that their frequency is related to the calculated speed of the train as seen from the braking curve. The command frequencies are designed on the basis of 100 Hz being equal to one mile per hour. Thus a frequency of 4.5 KHz corresponds to 45 M.P.H. and 2.0 KHz to 20 M.P.H. and so on. There were 11 different frequencies used. The frequencies were 5.Khz, 4.5Khz, 4Khz, 3.5Khz, 3Khz, 2.6Khz, 2.3Khz, 2Khz, 1.6Khz, 1.2Khz and 0.8Khz. Proving units were employed in certain of the gated spot generators to check their output. The proving circuit was completed by the energisation of a relay unit whose front contacts were included in the code selection circuit to a track feed set. A failure of a spot generator fitted with a proving unit resulted in a track circuit failure - a fail safe condition. The proving circuit was used to detect the operation of usually one of the first three braking spots at the entering end of the station and always the 0.8 KHz braking spot.
120 CODE
No code is NOT the same as 120 code. No code would cause a track circuit failure. 120 code maintains the track circuit in an 'UP' condition.
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Post by bruce on Nov 6, 2013 23:12:15 GMT
No mention of the substation that is planted right in the middle of this roundabout.
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Post by bruce on Nov 6, 2013 19:43:56 GMT
Background B Lintley Station South Tyndale Railway looking south.
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Post by bruce on Nov 4, 2013 16:55:23 GMT
Interesting to note that on the Liverpool Street diagram the roads are designated as UP & DOWN not Eastbound & Westbound.
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Post by bruce on Oct 28, 2013 19:00:20 GMT
St. Johns Wood Southbound platform. (A wild guess)
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Post by bruce on Oct 25, 2013 15:27:39 GMT
45 years old is no age to die. My thoughts to his family.
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Post by bruce on Oct 25, 2013 15:25:05 GMT
Insert is Abbey Mills Pumping Station
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