mrfs42
71E25683904T 172E6538094T
Big Hair Day
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Post by mrfs42 on Jun 8, 2009 14:55:54 GMT
Was it something like this signal? Caption claims that it is a DR type with train stop, this being the DR trainstop. I've found the machine-readable version of the file. |
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Deleted
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Post by Deleted on Jun 8, 2009 15:51:21 GMT
these trainstops are they what they called long toms?
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mrfs42
71E25683904T 172E6538094T
Big Hair Day
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Post by mrfs42 on Jun 8, 2009 16:00:22 GMT
I think so; but I'm not sure. I'm currently trying to convert the document to a reasonable size .pdf; so it might be available if anyone asks via PM.
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,275
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Post by roythebus on Jun 8, 2009 21:23:37 GMT
Having just read the book "Going Green" about the District Line, there is mention in there of the Yerkes lines using track circuit for operating signals.
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mrfs42
71E25683904T 172E6538094T
Big Hair Day
Posts: 5,922
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Post by mrfs42 on Jun 9, 2009 8:29:27 GMT
The delightful angelislington has webbed up the Westinghouse book, it is here. Note for AI - I was going to talk to you about this over brekkers.  |
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Post by railtechnician on Jun 9, 2009 19:18:16 GMT
Was it something like this signal? Caption claims that it is a DR type with train stop, this being the DR trainstop. I've found the machine-readable version of the file. The picture I saw was of a wall mounted signal rather than a ground mounted one and as I said with the motor mounted vertically and directly beneath. However, this looks more like what I recall and appears to be driven from below, presumably on a linkage from the DR trainstop. I could see this type wall mounted with a motor beneath to drive it. |
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Post by railtechnician on Jun 9, 2009 19:32:26 GMT
these trainstops are they what they called long toms? Yep one of the three types that were still in service when I began my signalling career in the late 1970s. The only thing that might still be around are the fixed possession trainstops that existed on the Northern, basically the trip arm and linkage of a long tom but without motor, contact box, return spring etc. A feature certainly of the LER type was the solid and extremely heavy bedplate which took some lifting without the trainstop parts bolted to it. The trainstops were simple compared to the modern varieties but were wired in lead singles of course, indeed even modern H types were wired still in single core 1/064 LCC in asbestos pipe chased into the concrete when I began on New Works. Changing a trainstop these days is a doddle compared to then where the contact arrangements could also be altered to suit the site. I recall more than one changeover where we had to switch 'ON' and 'OFF' contacts as circuitry was corrected to standard. |
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Post by Deleted on Jun 9, 2009 21:11:10 GMT
i did learn a little on my tech 4m course on those old trainstops but never seen one only in pics
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mrfs42
71E25683904T 172E6538094T
Big Hair Day
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Post by mrfs42 on Jun 9, 2009 21:34:32 GMT
I've found some notes on Long Toms - well, on the following types of trainstop: J/K, HO/HT, CLR, LER and DR.
The LER/DR types seem to have been identical with the motor/spring mounted on a plate in the four foot and the contact box/trip arm outside the four foot. CLR type the same but all components in line; these three types seem to have all had a large bedplate.
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Post by railtechnician on Jun 11, 2009 0:03:50 GMT
I've found some notes on Long Toms - well, on the following types of trainstop: J/K, HO/HT, CLR, LER and DR. The LER/DR types seem to have been identical with the motor/spring mounted on a plate in the four foot and the contact box/trip arm outside the four foot. CLR type the same but all components in line; these three types seem to have all had a large bedplate. When I began with LT those were the current types in service plus the fixed head trainstop, the possession trainstop and of course the emergency trainstop. Standard HO, HT,J and K types are of course still extant. On the Central there was a special for the smaller diameter tunnels known as the KC, a modified K, the Picc has modifed J types in the cut & cover tunnels between Hatton Cross and Heathrow T123 to fit next to F/B rail, and there were other 'specials' elsewhere including those on the JLE IIRC. There are also such things as slow to release trainstops, 9's at Northfields is one and the Heathrow T123 E/B starter 3's IIRC has one too. They are standard trainstops with a measured length of standard air main pipe connected in series with the heston hose between the GE valve and trainstop motor. The length of the section of air main determines the delay although I don't know what maximum delay is possible using this method. It is, however, quite noticeable to see such a trainstop in action. On the long toms ISTR the bedplates being as much as five or six feet long and half an inch thick although I haven't seen one in more than 20 years. |
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Deleted
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Post by Deleted on Jun 11, 2009 11:00:42 GMT
I've found some notes on Long Toms - well, on the following types of trainstop: J/K, HO/HT, CLR, LER and DR. The LER/DR types seem to have been identical with the motor/spring mounted on a plate in the four foot and the contact box/trip arm outside the four foot. CLR type the same but all components in line; these three types seem to have all had a large bedplate. When I began with LT those were the current types in service plus the fixed head trainstop, the possession trainstop and of course the emergency trainstop. Standard HO, HT,J and K types are of course still extant. On the Central there was a special for the smaller diameter tunnels known as the KC, a modified K, the Picc has modifed J types in the cut & cover tunnels between Hatton Cross and Heathrow T123 to fit next to F/B rail, and there were other 'specials' elsewhere including those on the JLE IIRC. There are also such things as slow to release trainstops, 9's at Northfields is one and the Heathrow T123 E/B starter 3's IIRC has one too. They are standard trainstops with a measured length of standard air main pipe connected in series with the heston hose between the GE valve and trainstop motor. The length of the section of air main determines the delay although I don't know what maximum delay is possible using this method. It is, however, quite noticeable to see such a trainstop in action. On the long toms ISTR the bedplates being as much as five or six feet long and half an inch thick although I haven't seen one in more than 20 years. This is very noticeable around whitechapel and earls court on the district sometimes we still get jobs about dual aspects on these signals but this is how it suppose to work. we also have special trainstops around tower hill as it has a fault screen not a earth the trainstops have a paxoline lid and a special 10 core cable (known as a snake) |
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Post by railtechnician on Jun 12, 2009 16:42:17 GMT
This is very noticeable around whitechapel and earls court on the district sometimes we still get jobs about dual aspects on these signals but this is how it suppose to work. we also have special trainstops around tower hill as it has a fault screen not a earth the trainstops have a paxoline lid and a special 10 core cable (known as a snake) Yep I think there are several types of Snake around although most are the standard 10 cores we all know and love. I recall fitting a light blue snake to one of the many trainstops I fitted in the Acton area during remedial maintenance works just a few years ago, at the time it was the only spare of the proper length in the emergency stores. It was AFAIK experimental and only half the diameter of the standard trainstop 10 core with a smooth unribbed outer sheath. Thinking about it ISTR that JLE have trainstops with plug in snakes on milspec or litton connectors making changing a trainstop even easier. Of course LT/LU has had a habit of experimenting with all sorts of equipment. There are still to be seen two different types of alternative point equipment cover in situ at Acton made to two different patterns from fibre glass rather than the standard wooden variety. Some might recall the 38 stock cars with oval windows and carpet or the carpet and other squares that used to be embedded in the pavement at the entrance to Chiswick Works or the many panels left to bake in the sun on the roof of the scientific section testing new paints etc etc. The JLE of course uses some well established technology from the world of gliders, tow rope crimps, introduced by one of my old managers, they were quite experimental at the time! |
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Post by Deleted on Jun 13, 2009 9:48:08 GMT
them non ribbed snakes are the norm now basically they are just a reinfoced hose. the JLE trainstops i put in around stratford were brand new from westinghouse but had litten connectors these were removed prior to installation so a standard 10 core could be fitted they were of the H5 type (HO).
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Post by railtechnician on Jun 15, 2009 16:21:24 GMT
them non ribbed snakes are the norm now basically they are just a reinfoced hose. the JLE trainstops i put in around stratford were brand new from westinghouse but had litten connectors these were removed prior to installation so a standard 10 core could be fitted they were of the H5 type (HO). How things change, it's only 4 years since I retired although it feels much longer! I guess the non-ribbed snakes are a cost cutting exercise and perhaps there is something 'green' about them as well. I recall the Jubilee H5s with Litton connectors being set aside in the emergency stores right up until I retired so I guess there must have been some in service somewhere at the time. |
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