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Post by Harsig on Feb 7, 2024 12:01:26 GMT
Signs there tell T/Ops to use platform 3 I'm confused! How can the driver decide where the train goes? Platforms 2 & 3 at Uxbridge are separate platform faces either side of a single track (22 road). The sign is simply instructing the train operators on which side of the train the doors should be opened.
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Post by Harsig on Feb 2, 2024 8:06:13 GMT
There is an ongoing points failure at Wembley Park. Northbound trains from Baker St can only access platform one at Wembley Park and then run via the fast line to Harrow. In order to maintain a northbound service for Preston Road and Northwick Park a number of Baker St services are being reversed via Neasden Depot. Trains from the depot can be routed to Wembley Park platform two. Train 441 is one of those that has been chosen to reverse via the depot.
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Post by Harsig on May 15, 2023 18:59:50 GMT
… but why would surface gauge stock be delivered there when there was, at the time, no LT surface gauge escape route ? I have it in the back of my mind that the western end of the Central line, at least as far east as North Acton, was cleared for Surface Stock. This meant that such trains could, from Ruislip depot, reach Ealing Broadway for the connection to the District Line.
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Post by Harsig on May 8, 2023 18:07:24 GMT
In the old days we would have simply called it Stage 1, 2, 3 etc., which would have been a lot more straightforward! STAGE perhaps standing for ‘Signalling Transfer And General Enhancement’…😉
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Post by Harsig on Mar 27, 2023 16:24:22 GMT
A recent post mentioned the connection between the Piccadilly and Central Lines at Ruislip Depot provided to reduce construction costs of Stage I of the Jubilee Line to Charing Cross. Ruislip Depot was a pre-War New Works project, completed after the War. The Piccadilly connection was always part of the project since the new depot would have provided accommodation for both lines, with crew rooms on two levels, one for each line. Of course, the Piccadilly part was never used, and allowed the engineering vehicles to move in over the years. I wonder why a Piccadilly depot was considered necessary here pre-War, but not post-War? I always understood that the accommodation for Piccadilly trains was never constructed, and would have effectively formed a separate depot, built on the fields adjacent to the Uxbridge branch, between the Central line bridge and Ickenham station. These fields were then in LT ownership and are largely still owned by TfL. The proposals were still active post-war and powers for construction of the depot were obtained (along with other improvements between Acton Town and Hanger Lane Junction and at Rayners Lane) in 1947 but financial constraints of the day prevented any progress being made on any of these schemes. A sketch of the 1948 version of the proposed depot appeared in Underground News No. 248 (on page 167): Underground News No. 248
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Post by Harsig on Mar 12, 2023 20:48:42 GMT
Sooner than that. Its scheduled for next weekend (18th/19th March).
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Post by Harsig on Feb 27, 2023 13:39:11 GMT
Looking at a recent WTT (#344) I don't see Croxley station listed on the Watford branch, but it still shows on the current Tube map. Has it closed temporarily? Underground Working Timetables don’t list every station.
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Post by Harsig on Nov 9, 2022 13:33:33 GMT
I've been modelling the Central Line depot at Ruislip. Google aerial shots show the southern part full of goods trains and I was trying to work out how they get to the National Rail network. What you refer to as goods trains are almost certainly London Underground’s fleet of engineering vehicles an trains. These work to almost all parts of the Underground network as required, but rarely venture onto the national rail network.
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Post by Harsig on Jun 7, 2021 16:07:41 GMT
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Post by Harsig on Sept 7, 2020 20:17:21 GMT
So the Bakerloo Line northbound operated two totally separate branches from Baker Street. One to Watford/Harrow & Wealdstone/Queens Park .... I have read that one of the reasons for the creation of the Jubilee Line was congestion at Baker Street .. My understanding is that it wasn’t congestion at Baker St per se, rather it was congestion on the southern section of the line between Baker St and Elephant & Castle. Simply put, despite this section of line being run at maximum capacity the service levels on the two northern branches were inadequate for the traffic on offer. All trains from both branches had to run through on to the southern section of line so there was no scope to increase services on the two branches until the two branches were segregated into different lines.
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Post by Harsig on Aug 4, 2020 8:49:33 GMT
What I saw in 1989 on the Jubilee Line was unique in that they didn't want the field interlocking to be changed to all-relay technology. They wanted to keep well-proven electromechanical technology in the field so that in the case of a central-control failure, the interlockings could be locally controlled using the old type of electromechanical technology. However, these interlocking frames were unique and specially designed to facilitate automatic/robotic control of the levers. What you saw was a Westinghouse V style frame, a design which has been in use on the London Underground since the 1950s. They were still being installed new up to about 1990. They were always remotely controlled but over the long period of their installation, the control method evolved from simple route setting push buttons, through Train Describer controlled route setting and Programme Machine Control ( www.metadyne.co.uk/ProgrammeMachines.html) through to computerised control in the 1970s and 80s. The Metropolitan and Jubilee Line Signalling Control Centre at Baker Street (and the slightly later Bakerloo Line Control Centre, also at Baker St) were the last iterations of this evolution. More information on the V Style frame can be found here: www.tillyweb.biz/crossings/vstyle/odyframe.htm
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Post by Harsig on Jun 12, 2020 14:23:04 GMT
On one of my Steam On The Met films someone had posted the following message... www.lurs.org.uk/02%20jan%2017%20FREIGHT%20ON%20THE%20UNDERGROUND.pdfThe above document suggests that 08s were used on the freight trains to Smithfield Meat Market from about 1960 until this traffic ceased in 1962, so an 08 could have been seen at Kings Cross during this period.
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Post by Harsig on Sept 8, 2017 9:10:28 GMT
Is the link the four points of the compass, North, South, East and West, and the odd one out is A because it is not in Harrow.
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Post by Harsig on Sept 8, 2017 7:07:16 GMT
B - West Harrow C - North Harrow D - South Harrow
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Post by Harsig on Aug 18, 2017 7:02:31 GMT
I should have been more specific, I mean long sections of rail in the open where there are large stretches of bullhead, I find it amazing that over 50 percent is bullhead as I rarely hear the "clickety clack" sound when using the met or picc. People often make the mistake of equating Bullhead rail with jointed track. The Underground, however has been using long welded Bullhead rails for decades. HG Follenfant, in his 1975 book 'Reconstructing London's Underground' has a section on track and rails. In it he notes that the Underground established a rail welding plant at Lillie Bridge in 1938, and that until 1949 it was the only rail welding plant and in the U.K., thus any long welded rails installed anywhere in the U.K. prior to 1949 were welded at Lillie Bridge, and that it was not until 1960 that the mileage of welded rails on BR exceeded that on the Underground. The Underground's original approach was to weld rails into 300 foot lengths with machined rail ends. These lengths would then be jointed on site in the normal way, except that no expansion gaps would be provided. This would produce an effective continuous rail up to half a mile long. Expansion joints were provided at half mile intervals. At a later date on site rail welding would be used to joint the 300 foot rails. The Underground's motive for the early adoption of long welded rails was to reduce the number of rail joints in a given length of track. Rail joints are maintenance intensive, and when you can't access the track while trains are running (because it is in a tunnel) anything which reduces the time required for maintenance is a boon. The transition from Bullhead to flat bottom rail was a different issue. On BR the change was driven by the desire for higher train speeds ( flat bottom track is more stable than Bullhead) and for greater axle loads. The Underground needed neither of these things and so the transition was delayed until it was simply cheaper to install new flat bottom rail rather than Bullhead.
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Post by Harsig on Aug 11, 2017 14:43:15 GMT
Another Q,(im pushing it I know ), on the Baker Street SCC diagram, what do the outwards pointing transverse arrows near Euston Square represent mean? -Edit- After some thinking (using the term loosely here), I guess they are Limits of Shunt. Is this correct? They are not limits of shunt. They are site boundary markers. The area controlled by Baker Street SCC is divided into eight computer sites. Each has a pair of local site computers controlling the signalling in that area. The computers also handle all indications from the signalling system in their area and relay these back to the SCC. In the event that both computers on a single site fail then all control and indications are lost for that area, and the boundary markers help the signalmen identify the exact limits of the area affected. The boundary markers at Euston Square denote the boundary between the Baker Street site and the Farringdon site.
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Post by Harsig on Aug 10, 2017 19:40:41 GMT
The diagram below should answer some of your questions. Click on it to download a larger zoomable version in a PDF file As a bonus, here is a photo of the signalling diagram at Baker St SCC in the process of being modified when the crossovers were altered...
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Post by Harsig on Jul 8, 2017 12:21:46 GMT
I've always assumed that buildings of that style were associated with traction current supplies. There are several such buildings dotted around the network. Referring to the yellow peril for Newbury Park I find that there was a traction switch house located more or less where the brick building you describe is located. I suspect that this must be what the building is. The traction switch house was provided in connection with the long gone car sidings and allowed them to be fed from either the inner rail or from a direct feed from Newbury Park substation. The switch house also contained the circuit breaker for the sidings, which was effective regardless of which supply was used. Presumably it was the presence of the circuit breaker which necessitated a full blown brick structure, rather than the more usual changeover switches in yellow boxes.
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Post by Harsig on Jul 5, 2017 4:06:42 GMT
Ruislip station car park
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Post by Harsig on Jun 25, 2017 6:24:46 GMT
Ruislip Manor
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Post by Harsig on Jun 11, 2017 6:55:52 GMT
Between Kilburn and West Hampstead
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Post by Harsig on Jun 4, 2017 8:09:28 GMT
Uxbridge Sidings
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Post by Harsig on May 30, 2017 15:46:04 GMT
Inset (D) Uxbridge: Office building adjacent to Grand Union Canal, opposite the Swan & Bottle.
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Post by Harsig on May 27, 2017 8:48:10 GMT
Ealing Common
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Post by Harsig on May 18, 2017 5:53:01 GMT
Uxbridge
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Post by Harsig on Apr 20, 2017 10:18:49 GMT
Also gone are the movable angles on 203 points when it was part of the scissors crossover. That's disappointing to hear, but I guess economics comes before nostalgia! Am I correct in assuming that is the last moveable angle points on the LU network? No. There are still another four examples in the Harrow area, Nos 200MA, 202MA, 215MA & 217MA.
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Post by Harsig on Apr 19, 2017 18:58:14 GMT
What is the new layout at Harrow South? The scissor crossover south of platforms five and six has been removed and replaced by two separate crossovers slightly further south (so that they are on a straight section of line).
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Post by Harsig on Mar 29, 2017 6:45:52 GMT
Between Kilburn and Willesden Green
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Post by Harsig on Mar 21, 2017 8:26:58 GMT
Basically it was the opening of the Jubilee Line Extension that was the catalyst for the change.
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Post by Harsig on Dec 28, 2016 16:31:02 GMT
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