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Post by Harsig on Jul 26, 2015 20:16:12 GMT
....and in a lot of cases to make them stand out better needs a bigger black sighting board. I noticed the other day that JB44 approaching Harrow platform 2 has recently acquired just such a bigger black sighting board.
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Post by Harsig on Jul 10, 2015 6:51:50 GMT
Inset A looks like Durham cathedral.
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Post by Harsig on Jul 6, 2015 7:58:48 GMT
Harrow On The Hill
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Post by Harsig on Jun 19, 2015 1:17:23 GMT
South Ruislip?
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Post by Harsig on Jun 7, 2015 15:20:12 GMT
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Post by Harsig on Jun 7, 2015 14:22:11 GMT
I don't know for certain, but the most likely reason is that there is no signalman available at Rayners Lane.
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Post by Harsig on May 18, 2015 6:04:32 GMT
B Ruislip Manor
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Post by Harsig on May 14, 2015 12:08:17 GMT
If I were to guess, I'd suspect that the crane is to be installed into the crown of the tunnel that forms the crossover cavern. There ought to be enough headroom there for it to remain permanently in position while train pass beneath.
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Post by Harsig on May 13, 2015 4:48:57 GMT
B - Ickenham
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Post by Harsig on Apr 28, 2015 17:03:59 GMT
The juice rail must have worked loose going by the time of the stalled train. Was there many other trains that had lost shoes? I believe the train had just exited Neasden depot (following an earlier service suspension at Willesden Green) and had passed through a crossover (No. 21) that no other train had used that day. It was in the middle of this crossover that the train encountered the errant conductor rail.
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Post by Harsig on Apr 25, 2015 5:51:08 GMT
Rayners Lane
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Post by Harsig on Apr 1, 2015 14:49:03 GMT
The Underground station was opened in 1948 - was it opened with temporary facilities? I would have thought the buildings were contemporary with the other stations between Hanger Lane and West Ruislip. I believe I'm right in saying that the stations at extreme western end of the Central Line were all incomplete or provided with temporary facilities when the Central Line opened in 1948. In general work was complete at platform level, but this was not the case for the street level buildings. This was because the construction of the latter were the responsibility of the mainline companies who did not have any money to spare after the war. This situation persisted for well over a decade after the Central Line opened. It would seem that the plans for the street level building at Ruislip Gardens were downsized considerably during the period. As an example the two photos below show West Ruislip station in 1954 (6 years after the Central Line opened) and 1966 by which time the station building had finally been completed. Close examination will show that it is the same building. West Ruislip 1954 (above) and 1966 (below) And below showing a similar pair of photos for South Ruislip station. From memory work at South Ruislip was completed in 1960.
South Ruislip 1954 (above) and 1966 (below)
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Post by Harsig on Mar 31, 2015 6:53:00 GMT
... Can anyone tell me a bit more about these sidings? ... In short they appear to be a figment of Video 125's imagination. There were at one time loop sidings at Northolt on either side of the mainline. The one on the up side of the line appeared to double as goods yard while the one on the down (Central Line) side was used for stabling local trains between duties. Prior to the arrival of the Central Line the Great Western operated a quite extensive network of local services covering the line from North Acton, the Greenford Loop and out to Denham and the Uxbridge High St Branch. The down side loop was removed to make way for the construction of the Central Line and the up side loop was removed shortly after the goods yard closed in 1952. From that date Northolt was bereft of sidings entirely until the present reversing siding was installed in 1960.
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Post by Harsig on Feb 24, 2015 16:21:14 GMT
The following document may contain some useful information about the train describers in the text, although I doubt it will answer your specific questions www.harsig.org/PDF/YP/EdgwareRd.pdf
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Post by Harsig on Feb 24, 2015 7:18:34 GMT
So, presumably whichever train is selected to become 461D starts from somewhere in the bowels of Neasden depot at 15 43 and makes its way to the Depot Reception Road at the North End of the Depot. My question is: just which road does this refer to? There's certainly more than one that looks to me like it could reasonably be called a/the "Depot Recep Road". Whichever road is convenient, but No 2 Road for preference. That's correct.
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Post by Harsig on Dec 31, 2014 15:37:34 GMT
Wonder how many wrong signals get selected especially at Aldgate None, obviously.
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Post by Harsig on Dec 13, 2014 16:50:56 GMT
After Part 3 revealed, I'm going to hazard a guess at Willesden Junction looking south
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Post by Harsig on Nov 24, 2014 8:08:39 GMT
A - Northwood
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Post by Harsig on Nov 23, 2014 11:27:26 GMT
Network Incident Response Manager
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Post by Harsig on Nov 21, 2014 7:19:13 GMT
IIUC scanning is automated equipment at the lineside reading the TD displayed on the front of the train and populating the signalling system accordingly. This is why all LU trains display the TD on the front end. I'm afraid you're barking up the wrong tree there. Scanning is the underground's name for the system for transmitting indications from the local signalling to the remote signal control room using a minimum number of wires. These would include things like point and signal indications and track circuit indications. If I've understood it correctly it uses a form of time division multiplexing to transmit multiple indications over a single (pair?) wire. When faults develop with this system all sorts of spurious indications are shown to the signalman.
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Post by Harsig on Nov 17, 2014 1:34:09 GMT
B - Tottenham Court Road
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Post by Harsig on Nov 10, 2014 19:43:14 GMT
The diagram includes icons for what appear to be two- and three- headed fog repeaters. Can someone please enlighten me as to 1. how these particular signals function (eg. do the icons represent some kind of junction fog repeater?) and 2. what they looked like in reality (eg. were they really a two- or three-headed signal perhaps mounted on a bracket)? I'd be very grateful for any advice. DocMartin They were indeed multi-headed fog repeaters. You should find that each group is the fog repeater for a junction signal and one fog repeater head was provided for each route. The photo below is a cruelly enlarged image of the interior of the standard stock train at the LT Museum Depot. There are a number of interesting photos on display in this car and one of them (the centre photo in the image below) is of a multi-headed fog repeater, which if memory serves is on the approach to Harrow on the Hill northbound fast (FRJB2/13/14). I hope you can make out some detail. Unfortunately I've not come across any other images of a multi-headed fog repeater as they have all been long ago phased out. The multi-headed repeater and fog repeater signals were a hold over from the early days of colour light signalling where even the main junction signal had multiple heads. This image of Arnos Grove shows an example. It is clear how much space this takes up and the development of the position light junction indicator for the main signal was rapidly adopted. At first however separate heads were retained for repeaters and fog repeaters, before the decision was taken to fit them with miniature position light junction indicators so that only one signal head would be required here as well In the 1950s, and probably into the 1960s, LT went through a process of standardizing signal aspects with the result that most if not all multi-headed signals disappeared.
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Post by Harsig on Nov 9, 2014 17:10:02 GMT
One question i wanted to ask is that the final two clips of the steam train running along the a stock, the a stock on both occasions did not stop at northwood, now am i right in thinking that it was a fast to amersham running on the slow lines? If this is the case, why send the steam train at the same time a fast is supposed to be running! This seems to have happened on both occasions! It was quite deliberately timetabled like this. This was at a time when two steam trains ran, shuttling between Watford and Amersham for most of the day. In previous years the morning run from Harrow of the two trains was synchronised so that they ran parallel with each other between Harrow and Watford South Junction, and this proved very popular. In the year of the video above there was a restriction which prevented steam locomotives operating over the local lines (weak bridge at Pinner if memory serves correctly) and so parallel running was not an option. Instead it was arranged for a fast Amersham service to run parallel with each of the two northbound steam trains between Harrow and Moor Park, which was deemed to be better than nothing.
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Post by Harsig on Nov 8, 2014 7:18:53 GMT
Ickenham
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Post by Harsig on Nov 3, 2014 7:41:45 GMT
...and also a lot of the Met line descriptions are suffixed by a numeral.... The Met TD stopping patterns have all been covered before on this forum. In fact it was done so long ago that the original thread seems to have disappeared. However someone quoted the relevant post in another thread that can be found here: districtdavesforum.co.uk/post/19331
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Post by Harsig on Oct 17, 2014 6:52:34 GMT
I would guess it is being taken away for refurbishment.
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Post by Harsig on Oct 16, 2014 9:20:22 GMT
The 'Drayton Park' roundel in the photo above is very odd - it's not in Johnston typeface. For that reason I'm not convinced that it is original. LT was very strict about the use of Johnston on roundels in the days that this would have been made. However, I'm prepared to stand corrected if it can be shown that this is from the line. It looks to me that the typeface of that roundel and the typeface of the Met diamond in the video further up the thread are identical. Therefore I suspect a cheap conversion was done, replacing the upper and lower diamond segments with upper and lower roundel segments but leaving the original name board. Of course this assumes that the roundel as pictured at Mangapps Farm was genuinely used at Drayton Park and is not something that the museum itself has made up using parts of signs on hand.
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Post by Harsig on Oct 13, 2014 22:41:43 GMT
Has there ever been a plan to connect the ticket hall at Euston with Euston Square by means of a subway? The Metropolitan Railway Act of 25th July 1890 granted powers to construct subways between Kings Cross (Met) and Kings Cross (mainline) and between Gower Street and Euston (mainline). The former was built (at the joint cost of the Met and the GNR) and the latter was not.
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Post by Harsig on Oct 13, 2014 21:44:51 GMT
I find it strange, especially considering that one of the intended functions of the Metropolitan Railway was to interconnect main line termini, that while Paddington and King's Cross stations were sited so as to provide good interchange with the main lines, Gower Street was from the beginning some way away from Euston. I'm not sure that the original Kings Cross station on the Met was any more conveniently located for interchange to/from the mainline station than was the Gower St/Euston interchange.
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Post by Harsig on Oct 9, 2014 10:19:38 GMT
On the Northern Line the highest number of conventional multi-homes was 4 - at South Wimbledon n/b which ran up to A.720D. Other places with many homes that I can think of - Mansion House e/b, King's Cross inner rail, Queen's Park n/b (sort of!), Liverpool Street (Central Line) - now long history, Baker Street sb Jubilee. It's worth pointing out that in some instances the sequence is extended because of the need for the full speed overlap on the outermost home signal to terminate some distance short of the platform. Take for example Kings Cross Inner Rail, which has five signals (OJ14 A to OJ14 E/19 B), and these also protect movements made over the crossover east of the station. Thus the overlap on signal OJ14 A extends only as far as signal OJ14 D which is immediately before the fouling point of the crossover. Another example is Wembley Park Southbound Local (MG4 A to MG4 D/5 B) where a double overlap has to be accommodated between the outermost home signal and the platform. One overlap is for the outermost home signal and the other is for the fixed red light at the north end of platform 5, which is required for trains signalled into the platform from the depot. I would expect in all such instances that all the home signals concerned would be semi-automatic signals. Finally, the simsig website describes a totally different arrangement: Which is more like speed control signalling. Personally I think the Simsig description is completely inaccurate. I happen to have the strip prints for the section of line that they have quoted as an example and although my copy is fifteen years old I don't believe things have changed that much. From the prints it is clear that signals A788 A and A788 B are controlled solely by track circuits, and the aspect of JJX790 has no bearing on what aspect they display.
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