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Post by Harsig on Oct 1, 2014 7:31:47 GMT
It looks to me like the bridge was only for four tracks, and more importantly, that two of the tracks have been removed (there is an awful lot of daylight coming through the further span). Therefore I think this is the North London Line bridge over Randolph Street between Camden Road and Caledonian Road & Barnsbury stations.
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Post by Harsig on Sept 21, 2014 8:47:41 GMT
South Ruislip. + 1 The inset appears to be the Mount Washington Cog Railway.
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Post by Harsig on Sept 20, 2014 12:26:16 GMT
By chance I happen to have a copy of Working Timetable 296, which was valid from 11th May 1992, and now that I've located it I can confirm that the off peak service was:
2 trains per hour Aldgate to Amersham (trains numbered 1 to 5) 2 trains per hour Chalfont to Chesham (train number 7) 4 trains per hour Baker St to Watford (trains numbered 11 to 17) 4 trains per hour Aldgate to Uxbridge (trains numbered 21 to 27 and 30 & 31)
The late evening (after 2200), and also the Sunday service, was
2 trains per hour Aldgate to Amersham 2 trains per hour Chalfont to Chesham 3 trains per hour Baker St to Watford 3 trains per hour Aldgate to Uxbridge
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Post by Harsig on Sept 19, 2014 18:49:47 GMT
I don't think the Baker Street - Amersham semi-fast service ran at that time. I'm sure it was introduced a few years later circa 1996/97.
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Post by Harsig on Sept 12, 2014 6:30:45 GMT
B Harrow on the Hill
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Post by Harsig on Sept 5, 2014 10:46:31 GMT
Cheers for that Harsig. Was the crossover between the Central and District controlled by White City or Earls court? The short answer is yes. The longer answer is that co-operative action by the signalmen at both locations would have been required to make a movement over the connection between the lines.
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Post by Harsig on Sept 5, 2014 6:00:12 GMT
North Acton Cabin was remotely controlled throughout its existence. It opened in 1947 and was initially controlled remotely from Wood Lane Cabin. Control was transferred to White City Cabin after that opened in 1948. There was a crossover at North Acton that was controlled from North Acton Cabin but for which no remote control facility was initially provided. If this needed to be used in an emergency the cabin had to be staffed. Remote operation of this crossover was finally provided in 1973.
Ealing Broadway was re-signalled in 1952, from which date a single frame controlled both the District and Central Line platforms at Ealing. This frame was controlled from a push button desk upstairs which also controlled the IMR at Hanger Lane Junction. The catalyst for remote operation here was the expansion of the control area of Earls Court Regulating Room. Control of the District side of the frame was transferred to Earls Court in 1974 and at the same time control of the Central line side of the frame was transferred to White City. This avoided the necessity of maintaining a staffed signal cabin at Ealing with a much reduced workload.
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Post by Harsig on Aug 18, 2014 20:37:50 GMT
I believe the deep level ticket office was for passengers interchanging between lines. Originally they were separate companies and, initially at least, it was not possible to purchase through tickets from one line to destinations on the other and so it was necessary for interchanging passengers to purchase a second ticket at Euston to complete their journey.
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Annn1
Jul 31, 2014 18:29:39 GMT
Post by Harsig on Jul 31, 2014 18:29:39 GMT
I'm wondering if the examples you quote above might be 'Round-The-Benders'. This is slang for additional signals that were installed in curved tunnel sections in the years following the Stratford collision of 1953, with the sole purpose of ensuring that there was always at least one signal capable of displaying a red aspect visible to drivers at all times. They had no purpose with respect to headway as they had the same limit of control as the signal in rear.
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Post by Harsig on Jul 30, 2014 9:42:36 GMT
When trains are being sent to depot due to an unplanned service suspension, particularly during the peaks, this always causes considerable congestion on the southbound approach to Wembley Park. Once past Wembley and the entrance to the depot the congestion eases enormously.
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Post by Harsig on Jul 21, 2014 14:03:40 GMT
I'm not sure exactly how long, but it's been around four/five years. And the rest. I'm certain the change was made in the late 1990s. I became a signalman in 1996 and I'm sure the change was made very soon after that as I remember the change being made but have no recollection prior to that, of ever having to switch fog repeaters on or off or making arrangements for this to be done where they were controlled from a station rather than a signal cabin.
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Post by Harsig on Jul 19, 2014 18:46:08 GMT
Speaking of not-permanently-illuminated signals, the wrong road starter at Northwood northbound did not illuminate until a train arrived from Northwood siding. Is it approach lit? Yes
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Post by Harsig on Jul 14, 2014 7:05:02 GMT
D Euston Square
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Post by Harsig on Jul 2, 2014 17:46:07 GMT
D - Acton Town
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Post by Harsig on Jun 26, 2014 8:21:09 GMT
Croxley
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Post by Harsig on Jun 22, 2014 11:02:56 GMT
Pinner
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Post by Harsig on Jun 17, 2014 6:59:59 GMT
South Harrow
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Post by Harsig on Jun 13, 2014 17:20:11 GMT
For all practical purposes the sub surface lines already have just one timetable covering the lot. It just happens to be published in three separate volumes which are clearly identified as to which part of the sub surface network they apply to. To my mind there are a number of advantages to the multi volume approach, as it keeps the size of individual publications down to a reasonable level. There aren't really that many staff who need to have the whole sub surface timetable to refer to and when special working of some part of that network is required it is not necessary to issue a timetable notice covering the whole subsurface area. Conversely a combined timetable would be a somewhat unwieldy document to refer to.
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Post by Harsig on May 30, 2014 7:14:53 GMT
A is Aldgate
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Post by Harsig on May 29, 2014 8:32:18 GMT
30tph just doesn't sound that impressive seeing as it's a straight end-to-end like with no branches. The TBTC took forever to put in and it's got three terminating platforms at either end, unlike the Vic (albeit with no overrun space). There's also plenty of spare capacity at the northern end of the line, so I suppose the question is what gives? Why 33 and looking at 34tph during the peaks on the Vic which is under all the pressure in the world with sheer passenger numbers and being a short, very intense service and not the Jub? I know someone mentioned here the other day that Stratford wasn't the most helpful terminating layout but it surely can't all be down to that. It could simply be that the Jubilee Line does not have enough trains to run a more intensive service on a regular basis. This timetable requires 58 trains in the peaks out of a total fleet of 63 trains. That is pretty close to, if not actually at, the limit of reliable availability for a fleet of that size.
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Post by Harsig on May 18, 2014 10:20:49 GMT
Restrictions on the use of 25 Road at Farringdon have existed for many years and long pre-date the S Stock. The problem arises because of its proximity to the running line. There was deemed to be insufficient clearance from the running line for staff to properly access a train stabled on 25 Road. Initially this restriction only applied to the fleet manager's staff preparing a train stabled on that road. Specifically they could not test the tripcock on a train stabled on that road and so the train which stabled there each night was a prepared train from Hammersmith Depot. This was the situation around 1999. Subsequently the restriction was extended to staff joining or leaving a train stabled on 25 road, and at that point the number of trains stabling at Farringdon each night was reduced from three to two with 25 road being the road left empty. I'm not sure when this change happened but it was certainly the case by mid 2002. 25 road could however still be used by a train laying over i.e. where the train operator who takes the train into the siding remains on the train and brings it back out of the sidings at a later time. With 25 road no longer in use for regular stabling it became a favourite location for hiding various engineering vehicles if they were required to be in that area for several nights running and it was quite common for this road to be under possession while these vehicles were stored there. Changes to staff access to Farringdon Sidings, probably prompted by the station's reconstruction, saw the erection of a staff halt at the east end of the sidings, adjacent to the westbound line, and 25 road was cut back to accommodate this. In effect this permanently changed its status to an engineering siding only. At about the time these changes were being made Farringdon Sidings were totally out of use for a time. Once restored however the other two roads continued to be used for overnight stabling until the introduction of S Stock meant this was no longer possible.
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Post by Harsig on May 15, 2014 21:09:03 GMT
There was a quite substantial failure in the Watford Junction area. It proved impossible to clear signals for any train towards Rickmansworth whether from the NB Local, the NB Main or the Watford Branch. The Chiltern line train you saw leaving Moor Park was probably the one that was held for some considerable at the next signal north of Moor Park. Not sure what happened to the Chesham train you saw leaving Moor Park but it most likely followed your example and also went Watford.
In the situation where trains are not moving at all, all that can be done is to hold them in platforms and there are more platforms on the local lines than there are on the Main.
The failure was ongoing this morning, and although signals could be cleared from about 8am, normal working was not resumed until after the evening peak.
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Post by Harsig on May 9, 2014 23:46:36 GMT
Actually STN stands for 'Special Train Notice.'
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Post by Harsig on Mar 25, 2014 10:13:15 GMT
One weekend in February one of the crossovers at Ruislip siding was replaced. These two videos of the work have been posted on Youtube
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Post by Harsig on Mar 4, 2014 8:30:18 GMT
It's not just weight that may be a factor. The length of the sleeper could be the deciding factor. There will be places where a full length sleeper cannot be installed because of some other structure at track level, e.g. an access chamber to the track drainage system. In such circumstances it is far easier to shorten a wooden sleeper than a concrete one. Indeed the latter may well be impossible or not permitted. Often several short sleepers will be required, typically the three to ten sleepers you refer to.
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Post by Harsig on Feb 17, 2014 19:22:33 GMT
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Post by Harsig on Feb 9, 2014 16:15:55 GMT
Rayners Lane
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Post by Harsig on Jan 27, 2014 16:26:36 GMT
Hi Everyone, Probably a stupid question.... but I wondered how the indicator boards at say, Harrow on the Hill operate? Is it to do with how the points ahead are set or is there also some manual intervention? Thanks Jason The boards are mostly driven from the underlying train describer system. Train descriptions (TD) are associated with a train throughout its journey and is transmitted forward to the next location as the train progresses. In the case of the boards at Harrow the description is displayed as soon as the associated TD is transmitted forward to the platform location within the TD system. This happens when the signals are cleared for the train to enter the platform and the train has passed a specific point. When the train leaves the platform the TD is automatically transmitted forward and the indicator board goes blank. The signalman at Harrow has the ability to cancel the received TD and set up a different TD if required. In the case of trains from the Uxbridge branch the TD always has to be set up manually in this way as the TD system does not include the Uxbridge branch. Down children trains also have to have their TD set up manually. For northbound trains the TD is transmitted forward to the platform as soon as they leave Wembley Park, provided the signals at Harrow have also been cleared to signal the train into a platform. The sole exception to this is an all stations train signalled into platform three. In this case one of the signals in the route is approach controlled so even though the route is set up long before the train gets there the signal does not clear until the train is closely approaching Harrow, and it is only then that the TD will transmit forward to the platform. For southbound trains the TD will transmit forward to platform 6 as the train passes over Harrow North junction, provided of course that the signals are clear for it. If however the train is to be routed to platform 5, there is again an approach controlled signal and the TD only transmits forward when this signal clears. This happens just before the train reaches the road bridge north of the station.
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Post by Harsig on Nov 28, 2013 5:34:10 GMT
Quite simply, when there is a complete service suspension south of Wembley ( as happened twice yesterday ) experience has shown that it is simply not possible to detrain all southbound trains at Wembley Park. To do so leads to long queues of trains trying to get into Wembley, while trains ahead detrain. These queues would actually extend the journey time to Wembley to such an extent that it would take longer for all passengers to reach Wembley than it does under the current arrangements which may involve changing trains at Harrow. As it is queues still form approaching Wembley but in general the signalman can prioritise trains on the local line knowing that trains on the fast line are already empty.
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Post by Harsig on Nov 14, 2013 9:55:23 GMT
No pictures appearing unfortunately - so I'm going for Down Street, Brompton Road, British Museum and City Road - the link being they're all closed! I've corrected the links so the pictures should now be visible.
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