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Post by punkman on Jun 28, 2016 10:17:01 GMT
Sorry to be a bit late on this one; about 10 days ago when I passed through Southwark I noticed a different coloured station roundel, in a rather fetching sort of turquoise and pink. When I finally got round to searching for information (this morning!) I found it was only temporary for a couple of days, unsurprisingly in connection with the Tate Modern; shame I didn't get a pic at the time. Anyway, here's a link to Londonist's write up:- londonist.com/2016/06/what-do-you-make-of-this-new-tube-roundel
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Post by punkman on May 24, 2016 6:34:18 GMT
I believe some of the first ex station staff have already passed their road tests on the Jubilee, and will now be "in limbo" before the now mooted autumn start date there. Presumably in real terms they will have taken a pay cut from when full time on stations; any idea if they are allowed to work elsewhere part time during the week to make up the balance?
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Post by punkman on Mar 20, 2016 9:51:42 GMT
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Post by punkman on Mar 12, 2016 15:10:24 GMT
Apparently a protective fence is now going to be constructed; until such time as it's completed there will be 24 hour security on site. No doubt the yobbos will find somewhere else.
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Post by punkman on Mar 5, 2016 20:00:36 GMT
Only what I read on the Evening Standard web site; someone had apparently collapsed in the ticket hall area causing the station to be closed (twice).
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Post by punkman on Feb 25, 2016 10:14:17 GMT
Just a quick addition to this and the other thread; there was always an unwritten "rule" whereby after about 11pm T/Ops would drive in protected manual (PM) from West Ham to the halt to pick up colleagues who'd finished their shift and then revert to ATO into Stratford. Now the signallers put in "Auto not permitted" at that time forcing T/Ops to go in PM and (hopefully!) stop themselves at the halt; ATO would then become available. (Why not just leave T/Ops who want picking up to just phone up for a pick up as before? Well, I suppose it means they could get an earlier train coupled with the fact that sigallers were, allegedly, not always quick to answer the phone!)
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Post by punkman on Jan 3, 2016 14:32:45 GMT
On the Jubilee (and presumably Northern too as they're both Seltac systems) the T/Op has to wait for an "Accurate Stop" indication before doors can be operated with an inherent delay of a second or so; obviously more important for stations with platform edge doors. I have heard while the facility is there for the doors to open automtically once (accurately) stopped, it is not commissioned due to union unease, so I imagine the Victoria would be no different on that basis. Although as the OP states my experience with travelling on the Victoria is that doors do indeed open very promptly.
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Post by punkman on Apr 7, 2015 12:43:10 GMT
Thanks for sharing.
Interesting, mostly due to the fact that the former dates from the very day I sprung into this world!
It seems that in those, ahem, 56 years, the format of working timetables has changed very little. Still, I suppose as they say, "If it ain't broke, don't fix it!"
Except for use of the 12 hour clock (with "Morning" and "Afternoon" pages) and spaces instead of "superfluous" zeroes in the timings e.g. 0706 used to appear as 7 6 on the morning pages, and 2200 would have been 10 0 on the afternoon pages. Rather clumsy to modern eyes I think.
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Post by punkman on Jan 18, 2015 9:04:45 GMT
"Applying the rule" (or "procedure") is a railway term for passing a signal at danger, part of which entails blowing the whistle every 60 seconds. I know you said there was no signal problem here, but on a conventionally signalled line at least a train can be authorised past a signal to bring it closer to the platform / train ahead during a long term shutdown, which sometimes happens if someone is taken ill, the usual reason for a passenger alarm. I believe on ATO railways it is similar, just that rather than there being a physical signal the train is authorised to go beyond its current "limit of movement;" this would be done at slow speed, indeed I think it would be physically impossible to travel at anything greater than slow speed in those circumstances.
From your description it COULD have been this was the case; the train stuck in the section behind your train may have been stopped by the system (on ATO lines they can get pretty close) and then given authority to move up closer, necessitating the use of the whistle in so doing, the slow speed meaning you may not have been aware it was actually moving. It could simply also have been that the driver of the train behind was unable to get information from the line controller and was just trying to attract attention to try to find out what was happening, although again with platform doors how any member of staff on the station would relay that information I'm not sure! ....Or maybe the driver was just getting impatient!!!
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Post by punkman on Jan 16, 2015 11:56:25 GMT
I too am guessing as I don't know the exact problem, but I imagine if it was expected to last a while the train behind would normally be moved forward "under rule" as far as possible to the next station to at least give the passengers a chance to get off. How they'd get them off with platform doors I'm not sure though; via the driver's cabs of connected trains? I believe "applying the rule" is similar on ATO lines - rather than signals they would, as domh245 postulated, be given authority up to a certain point, in this case the train ahead. As the original poster did not mention passengers being detrained I guess the original problem was sorted and both trains would continue as normal, albeit the second one still being "under rule."
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Post by punkman on Jun 25, 2014 21:28:26 GMT
Not 100% sure if this should go here or in the 'General Questions and Comments' section, but I've settled on here. My aim in this post is to provide a line-by-line (therefore stations served by more than one line appear more than once) list of all possible reversing locations and - as far as I am able - a brief description of the moves which are carried out there. Partly I hope this can benefit others but I'm also very keen to receive any correction, clarification, comments, additional moves/locations I've missed out, etc. On a number of points I'm not sure, these are indicated by italics and, generally, a question mark. This post will be pretty big, of course, but if anyone more knowledgeable comes across something I'm unsure about which they can correct/confirm or a question they can answer I'd be very grateful to hear. On notation and the logic and structure: bold is used for termini. The orientations of the lines are as they are given in the working timetables (I selected east-west for the Jubilee) and all directions are described like this. So if I describe a crossover, say, as being 'south' of a station, I mean heading south - its true direction has not been taken into account. Oh, and the Circle is described as IR/OR (Inner Rail/Outer Rail) as is the Hainault loop of the Central line. In this case, I don't use compass points at all, but would describe, for example, the crossover at Royal Oak as being 'at the Westbourne Park end of the station.' I may have made some mistakes with the directions, it's easy to mix them up I find, so feel free to correct any you find. I'm afraid I can't guarantee that I've been entirely consistent with my layout and what I include/exclude and how I phrase things as I put this together over a number of days, but I hope it'll be of some interest. Jubilee line
Stratford - Eastern terminus. Reversing achieved via crossovers to west of station. Access to Statford Market depot from all 3 platforms. West Ham? - East-west via crossover to east of station? Access to Stratford Market Depot? From both platforms?I'm very unfamiliar with the working of trains to/from Stratford Market Depot, any help would be appreciated.North Greenwich - East-west and west-east via reversing road (platform 2). Does anyone know of any other possible shunt moves, e.g. platform 1 - platform 2 via mainline shunt eastern end allowing west-east reversal from platform 1?Canary Wharf - East-west and west-east via scissors crossover to west of station. London Bridge - East-west and west-east via crossover to west of station. Waterloo - East-west and west-east via crossover to west of station. Green Park - East-west and west-east via disused Charing Cross station (reversing achieved via scissors crossover to west of station) Baker Street - Connection to SB Bakerloo to east of station. Connection to NB Bakerloo to west of station. Finchley Road - East-west and west-east via crossover to west of station. West Hampstead - West-east and east-west? via reversing siding to west of station. Willesden Green - West-east and east-west? via reversing siding to west of station. Neasden - East-west and west-east? via crossovers to west of station? Access to Neasden depot from both platforms. Access to Metropolitan line to west of station. Wembley Park - West-east and east-west? via reversing siding to west of station. Access to Neasden depot from both platforms. Access to Metropolitan line to east of station. Stanmore - Western terminus. Reversing achieved via crossovers to east of station. Access to Stanmore sidings via reception road from platforms 1 & 2 and platform 3?Not long seen this post so had a word with a contact to provide the following info re the Jubilee. Apologies if not 100% accurate or incomplete, but to me it seems a good account. Good luck with your project! Firstly as a point of order, the Jubilee actually runs north-south as well as east-west! At Green Park westbound trains start going north and similarly they are southbound before heading off east at Green Park towards Westminster. In other words, the Jubilee used to run north south (& vv) between Stanmore and Charing Cross before the extension added two more compass points to the line. Now, your points in turn. (The Carto map may help if the description is poor!) Stratford - Eastern terminus. Reversing achieved via crossovers to west of station. Access to Statford Market depot from all 3 platforms.Normally depot working is from any platform "bang road" via the eastbound (EB) to the "arrival road" and then to SMD. They CAN also route into the depot "departure road" via either the WB or EB. There are also 2 "Holding roads" at Stratford depot which are rarely (if ever since ATO?) used and accessible via the departure road (from Stratford) or from West Ham branching off the "reception" road. West Ham? - East-west via crossover to east of station? Access to Stratford Market Depot? From both platforms?Access to depot from EB ONLY at West Ham (via the "reception" road). This is also the normal reversing move E-W if Stratford station is shut for whatever reason, although shunts are available on both EB or WB roads as well via the appropriate crossover. You can't go direct to depot from the WB platform, but there IS a W-E reverse just before; apparently this is rarely if ever used and would only make sense if the eastern end of Stratford Depot is unavailable i.e. route from Stratford to limit of shunt, reverse W-E back into reception road and depot. There is regular working out of the depot (western end) via the reception road to West Ham WB. North Greenwich - East-west and west-east via reversing road (platform 2).
Platform 2 can also be used for through running in either direction if there is a problem with P1 or P3. In reality P2 is normally used for timetabled reversing E-W (or W-E early morning and late at night for staff transport). Does anyone know of any other possible shunt moves, e.g. platform 1 - platform 2 via mainline shunt eastern end allowing west-east reversal from platform 1?
Yes! But from western end of P1. Similarly from eastern end of P3 for P3 - P2 E-W reversing. Canary Wharf - East-west and west-east via scissors crossover to west of station.Yes. London Bridge - East-west and west-east via crossover to west of station.Yes. (Limit of shunt for W-E on EB road.) Waterloo - East-west and west-east via crossover to west of station.Yes. (Limit of shunt for W-E on WB road.) (I'm told they're doing this W-E this weekend in the closure.) Green Park - East-west and west-east via disused Charing Cross station
ONLY S-N (see above re south and north) available from SB platform at Green Park. (reversing achieved via scissors crossover to west of station)Yes. Baker Street - Connection to SB Bakerloo to east of station. Connection to NB Bakerloo to west of station.Yes, but obviously no longer for passenger trains! Finchley Road - East-west and west-east via crossover to west of station.Yes. West Hampstead - West-east and east-west? via reversing siding to west of station.
Willesden Green - West-east and east-west? via reversing siding to west of station.Both the same in principle (and the same for Wembley Park siding). S-N would be a "double shunt" via the sidings. Neasden - East-west and west-east? via crossovers to west of station? Access to Neasden depot from both platforms. Access to Metropolitan line to west of station.Yes, but only a 1 way crossover; limit of shunt N-S on NB road north of Neasden station. From NB to depot only available via "Klondike" (sp?) up to northern end neck and reverse back into main depot. From SB the same, but also into the main depot. Trains also normally exit depot to SB if going via Neasden; apparently there used to be (still is?) a morning run into the SB reversing S-N back to Wembley Park. Wembley Park - West-east and east-west? via reversing siding to west of station. Yes (as Willesden Green & West Hampstead). Access to Neasden depot from both platforms.Yes; from NB platform ONLY via the underpass, from SB via underpass or over the Metropolitan. Similarly ex depot can be to SB (via underpass or over the Metropolitan) or NB (via underpass only). Access to Metropolitan line to east of station.Not as far as my contact knows, although it looks possible! Stanmore - Western terminus. Reversing achieved via crossovers to east of station. Access to Stanmore sidings via reception road from platforms 1 & 2 and platform 3?Basically, yes. The P3 move is a bit of a rigmarole; apparently it involves going SB almost as far as Canons Park before reversing back into the reception road. You can also run from Canons Park to the reception road to reverse N-S or subsequently into the siding.
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Post by punkman on Jun 25, 2014 19:52:19 GMT
Hi, I assume it's the same on the Jubilee line as well, but I'm gonna ask here since a lot of the recent TBTC discussion (understandably) has been about the Northern. There is a piece of TBTC signage which consists of a hexagon with the letters EP printed in the middle (and another which is identical, but with a red cross through the letters EP). I understand that 'EP' stands for Entry Point and the sign with a red cross is a 'clearance point sign'. What do these signs mean? I think I once read somewhere (possibly here) that the entry point marks the boundary between 2 TBTC loops (no idea what the clearance point sign is for) but I don't really know much else. What I'd really like to know is what these signs are supposed to convey to a T/Op and what (if any) action is supposed to be taken and in what circumstances. --- And while I've got you - what is the 'end of route secure' (RS with a red cross through it) sign for? Thanks As you correctly say they are Entry Point and Clearance Point (in common parlance E-P-X) repectively and the EP is indeed at a TBTC loop boundary. Basically if a train is driving in RM for whatever reason it shows the driver when he or she goes into a new loop after which the VOBCs should start to communicate after a VOBC reset. Similarly in the event of a loop failure it shows the driver he or she is now in a new loop section, but in this case the VOBCs would not communicate until the next loop ("good loop to good loop" rule). The Clearance point sign is at least a train length after the EP indicating that the whole train is in that loop section and both VOBCs should be "on loop." At this point the train can be stopped and reverted to ATO mode. The reason (I think) that it is sometimes more than a train length from EP to EPX (sorry, Clearance point) is because of areas where ideally trains should not stop e.g over large rail gaps. R-S-X is similar; after having to pass a route secure (for points) in RM, it shows the driver that the rear of the train has fully passed those points which had been secured.
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Post by punkman on Oct 10, 2013 10:05:38 GMT
ANP = Auto(matic) Not Permitted
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Post by punkman on Jun 4, 2013 18:20:57 GMT
I guess it is as rincew1nd states due to depressed suspension. In my distant memory I seem to remember 1996 stock has / had a load weigh device (or something similarly named) which could roughly work out the loadings to adjust the braking; this I imagine would work from a calculation involving displacement. That and the fact I imagine no two trains are purely identical in that respect; I appreciate although 2cm appears very little, it is a significant amount for wheelchair users.
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Post by punkman on Feb 11, 2013 9:27:51 GMT
It depends where you're going! Northbound no problem, but I assume you mean southbound which is busy, but with trains every 2 or 3 minutes and GENERALLY a reasonable service these days, it should be OK if a bit close and personal. Obviously much busier if a southbound Bakerloo has just pulled in with everyone of like mind to yourself!
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Post by punkman on Jan 27, 2013 22:33:52 GMT
There is what is loosely termed, "Heat and Vent," which should be on at all times but as you have discovered does not always (i.e. rarely) works! The fact that as you put it that, "there is a gale of freezing air pumping out from the grills behind the seats," implies that it IS switched on.
However I guess that maintenance of this part of the stock is a low priority, hoping that trains coming out of the depot in the morning will warm up in the tunnel - no consolation to yourself I know!
It used to be the case that the new 7th car was nice and snug whilst the rest of the train froze, but as they were added about 6 years ago they are probably suffering the same fate now. It may be worth you trying it - I'm sure you know already but if not these "new" carriages are the 3rd one from the Stratford end (i.e. the 5th carriage as you board the train at Canning Town).
At least it's a bit warmer over the coming days!
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Post by punkman on Oct 29, 2012 19:36:38 GMT
From what I understand the London Bridge ones had been broken of late (or not working in sync).
Your assumption is correct, although there are occasions when it works the other way in that it will light before the driver gets his or her target point i.e. when the train ahead is not sufficiently far off e.g. the Southwark one will light if the system thinks its time for train B to depart even if train A ahead is still in Waterloo and as a result too close for train B to proceed out of the platform.
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Post by punkman on May 7, 2012 14:06:01 GMT
Hi all
New member here, although I have viewed the site many times as a guest previously, but I wanted to reply to this particular post.
I don't think anyone has mentioned the priority seat logo on this new design has been incorporated within the moquette. Having taken a picture I thought I'd read the tutorial on how to upload my image. Bizarrely and by a strange coincidence the tutorial used as an example a picture of a similar priority seat on another type of moquette! The Jubilee is far more discreet than this example (with no wording) and the image can hardly be said to stand out. (Not that your average passenger takes the slightest heed of these seats anyway I'm afraid, he says cynically!)
I can't comment on the "springyness" or otherwise of the new seats.
I will try to join Photobucket and upload an image in due course, but if anyone wants to beat me to it feel free. (I can't remember the unit, but I'm pretty sure it wasn't one of those seen by Bronzeonion; 96021 possibly.)
Sorry if this is old hat to anyone.
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