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Post by bicbasher on Jun 1, 2013 22:13:20 GMT
And of course the line did operate as two separate entities for some months when the extension first opened. From recollection (and I will stand corrected here!) the first part was to North Greenwich then Waterloo before through running commenced about a year later. So this does prove that LUL are capable of running the line in two separate parts for an extended period of time. That sounds right as I remember bashing the JLE as a Waterloo to Stratford branch while the original flavour Jubilee continued between Charing Cross and Stanmore. I remember boarding the Jubilee from Canada Water to Green Park on the first week of the JLE being connected to the rest of the line and how much of a luxury it was to reach the West End in such a quick time in comparison to using the East London line and the fact the trains were quiet. It's not like that anymore! |
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Post by causton on Jun 2, 2013 1:54:05 GMT
What were the frequencies like when it was two separate sections? I know the western part should have been fine with Charing Cross, but are the constraints talked about above also the same that were there, or was signalling/track altered when it was connected together?
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Post by Deleted on Jun 2, 2013 11:55:04 GMT
What were the frequencies like when it was two separate sections? I know the western part should have been fine with Charing Cross, but are the constraints talked about above also the same that were there, or was signalling/track altered when it was connected together? I was an SA at Stratford when the JLE opened up to North Greenwich in May 1999, if memory serves we only had two platforms working and I don’t think there were more than 6tph. The first train wasn’t until 7am with last train around 7pm and no weekend service, hardly anyone used it as the Dome wasn’t open while Silverlink served West Ham and Canning Town. |
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Post by Deleted on Jul 31, 2013 18:22:03 GMT
There used to be a river flowing under Bond street and recently it started flowing again and the water has been contaminated by alkali soil and litter and the water has turned acidic and is eroding the tunnel wall, which is a health hazard, they need to strengthen the tunnel lining so the water doesnt leak through and erode track, signalling equipment and emergency cable, unfortunately a lot of damage has been done and they need to replace the tunnel telephone equipment between Bond Street and Baker Street. On the north and southbound line if youre in the cab youll see it looks a bit of a mess and has part of it done already with a bit of tape on the bottom and looks a bit of a tip
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Post by br7mt on Jul 31, 2013 19:41:58 GMT
The Baker Street - Bond Street bit is only on the s/b road and is a result of the geology and type of tunnel lining used when the line was constructed in the 70's. What you're probably seeing is cables temporarily diverted into the n/b running tunnel to permit relining works.
The water ingress issue is South of Bond Street IIRC.
Regards,
Dan
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Post by Dstock7080 on Jul 9, 2015 11:08:03 GMT
Pleased to report this project has now been completed:
"World first; Baker Street to Bond Street tunnel rings project completes on time, under budget and without closing the line.
The Access team have been praised for their contribution to an innovative multi-million pound tunnel relining project which completed last week ahead of schedule and under budget.
In a world-first for a metro for work of this nature – the line was not closed. Instead work on the 215-metre section of tunnel between Baker Street and Bond Steet was carried out in engineering hours over two years, with virtually no disruption to the service.
Last year we reported how working closely with colleagues in other areas of LU, the Access team and Access Transformation Programme had managed to create a ‘nine-day’ week for the project, finding innovate ways to increase access in engineering hours (at night) by up to 5 hours and 40 minutes a week. Previously an average of about 2 hours and 35 minutes had been available each night – so the extra access in effect created an additional two ‘days’ of working time each week.
'Previously a job like this would have involved closing the line, but we’ve been able to deliver this in engineering hours and planned closures with no overruns.'
The project involved replacing 359 concrete tunnel rings which were deteriorating with Spheroidal Graphite Iron segments and completed in the early hours of last Wednesday (24 June)."
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