Deleted
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Post by Deleted on Oct 19, 2016 22:21:35 GMT
I passed through Farringdon today and saw that the sidings have now been completely pulled up.
Could anybody tell me when this work was completed?
Also, do we have any idea how things are progressing regarding the proposal to reconnect the old widened lines into Moorgate for train stabling?
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Post by Dstock7080 on Oct 20, 2016 3:59:00 GMT
Could anybody tell me when this work was completed? Also, do we have any idea how things are progressing regarding the proposal to reconnect the old widened lines into Moorgate for train stabling? weekend of 17-18 September 2016. The next stage will be to lay the new pointwork at the Farringdon end. |
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DWS
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Post by DWS on Oct 20, 2016 8:34:47 GMT
A new double junction for the new City sidings is due to be installed over two weekends in Febuary 2017.
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Post by marri260 on Oct 21, 2016 20:05:24 GMT
The junction is currently being fabricated. Looks very smart indeed! A bit more info on the City Sidings project can be found in this LURS article, mostly on the second page. Well worth a read... www.lurs.org.uk/articles15.htm |
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Post by MoreToJack on Mar 8, 2017 0:57:30 GMT
On a related note the new substation at Farringdon was commissioned last weekend, splitting the Moorgate-Chalton Street traction current sections in two. The associated rail gap is just to the west of the station and, accordingly, new rail gap indicators have been installed. Additionally, there's also two new rail gap repeaters, one of which is co-located with the westbound station starter OH28. Something's gone a bit awry with the plates on the repeaters, though...! 
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr 
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr |
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vato
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Post by vato on Mar 8, 2017 12:28:27 GMT
i'd been meaning to post that the double junction to the sidings appears in place now
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Post by MoreToJack on Mar 8, 2017 14:29:54 GMT
i'd been meaning to post that the double junction to the sidings appears in place now Not quite. Both crossings in place but only the westbound switch. |
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Post by Jerome H on Mar 8, 2017 14:41:55 GMT
These are the siding that will extend to Moorgate, right?
I'm afraid I've missed something. How will this set of siding and the platforms at Barbican interact with one another? Surely they won't Park a train in such sight for a vagrant to tag a train, and surely they don't want a platform face dead smack in the middle of the siding, with easy access to the sidings.
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Post by humbug on Mar 8, 2017 15:29:12 GMT
Not entirely convinced vagrants tag trains, in the normal course of their day :-)
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Deleted
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Post by Deleted on Mar 8, 2017 15:38:32 GMT
On a related note the new substation at Farringdon was commissioned last weekend, splitting the Moorgate-Chalton Street traction current sections in two. The associated rail gap is just to the west of the station and, accordingly, new rail gap indicators have been installed. Additionally, there's also two new rail gap repeaters, one of which is co-located with the westbound station starter OH28. Something's gone a bit awry with the plates on the repeaters, though...!
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr If it is a RRGI's (Repeater Rail Gap Indicator) they have the wrong plate installed as it should be yellow If it is a RGI's then the right plate is on but the wrong lenses installed. Simple fix to do just load of bolts to take out much easier in a workshop though then on site. The TCD (Traffic Controllers Diagram) for that area will give you the correct answer on what they should be. |
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Post by Jerome H on Mar 8, 2017 15:44:17 GMT
Not entirely convinced vagrants tag trains, in the normal course of their day :-) meant to type Vandals |
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Post by crusty54 on Mar 8, 2017 17:05:50 GMT
A post on LinkedIn indicates that an in house LUL team are working on the re-instatement.
Due for completion early part of next year.
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Post by MoreToJack on Mar 8, 2017 17:48:32 GMT
On a related note the new substation at Farringdon was commissioned last weekend, splitting the Moorgate-Chalton Street traction current sections in two. The associated rail gap is just to the west of the station and, accordingly, new rail gap indicators have been installed. Additionally, there's also two new rail gap repeaters, one of which is co-located with the westbound station starter OH28. Something's gone a bit awry with the plates on the repeaters, though...!
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr If it is a RRGI's (Repeater Rail Gap Indicator) they have the wrong plate installed as it should be yellow If it is a RGI's then the right plate is on but the wrong lenses installed. Simple fix to do just load of bolts to take out much easier in a workshop though then on site. The TCD (Traffic Controllers Diagram) for that area will give you the correct answer on what they should be. Repeater. Both (this is just the westbound) have the wrong plates, but the right lenses. Been in place for quite a while, bagged up, and no-one noticed...! |
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vato
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Post by vato on Mar 10, 2017 13:40:37 GMT
i'd been meaning to post that the double junction to the sidings appears in place now Not quite. Both crossings in place but only the westbound switch. Ah - quite hard to see from the train itself :-) |
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Post by MoreToJack on Mar 10, 2017 14:33:40 GMT
Yeah, you wouldn't necessarily notice unless you knew it wasn't there, or could see from up front.
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Deleted
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Post by Deleted on Mar 10, 2017 22:41:00 GMT
A post on LinkedIn indicates that an in house LUL team are working on the re-instatement. Due for completion early part of next year. Not sure it is intended to be complete early part of next year. Much later in the year is more likely for the track works and infrastructure. When last I was involved there was discussion around when the CBTC signalling would be commissioned as it looked unlikely that this would be possible in time for SMA3. More likely date would be around the same time as SMA4 or SMA5. |
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Post by brigham on Mar 11, 2017 8:38:41 GMT
Will it give access to the spare Moorgate platforms from the Met running lines? Could be a City terminus for Aylesbury services, given gauge clearance around St. John's Wood.
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Post by MoreToJack on Mar 11, 2017 11:44:32 GMT
Will it give access to the spare Moorgate platforms from the Met running lines? Could be a City terminus for Aylesbury services, given gauge clearance around St. John's Wood. Yes it will, but they won't be maintained as platforms. The whole section from Farringdon to Moorgate is to become one (very long) siding, with a flexible layout. |
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Post by brigham on Mar 11, 2017 11:53:32 GMT
One would hope that the possibility has been investigated.
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Post by Deleted on Mar 11, 2017 12:27:13 GMT
Could be a City terminus for Aylesbury services, given gauge clearance around St. John's Wood. By 'Aylesbury services' do you mean those currently operated by Chiltern Railways using DMUs?  |
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Post by MoreToJack on Mar 11, 2017 12:40:23 GMT
One would hope that the possibility has been investigated. Why? There's no capacity at Baker Street to run them through without reducing either the through Met service or the C&H. The rolling stock would also need full ATO fitment. The sidings are to provide resilience for the capacity upgrade brought about by ATO. They will provide a bolthole for trains if there are problems outside of the City, allowing the line to be cleared and some kind of through service to be run. I understand some overnight stabling will also take place to allow an earlier start-up (in the same way that trains are outstabled at Edgware Road, Moorgate and Aldgate at the moment). Why you would want to overcomplicate these things and remove that flexibility - and thus the very point of the sidings - by adding in NR services is beyond me. |
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Post by Chris M on Mar 11, 2017 13:03:02 GMT
I'd be very surprised if the platforms, or any other infrastructure, will be actively removed unless it's in the way of the present operational requirements. They'll be mothballed so that if the operational requirements change in the future they can be brought back into use but the current planning has not identified this as likely in the presently foreseeable future.
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North End
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Post by North End on Mar 11, 2017 19:28:10 GMT
One would hope that the possibility has been investigated. Why? There's no capacity at Baker Street to run them through without reducing either the through Met service or the C&H. The rolling stock would also need full ATO fitment. The sidings are to provide resilience for the capacity upgrade brought about by ATO. They will provide a bolthole for trains if there are problems outside of the City, allowing the line to be cleared and some kind of through service to be run. I understand some overnight stabling will also take place to allow an earlier start-up (in the same way that trains are outstabled at Edgware Road, Moorgate and Aldgate at the moment). Why you would want to overcomplicate these things and remove that flexibility - and thus the very point of the sidings - by adding in NR services is beyond me. One wonders how much of a useful "bolthole" these sidings will prove to be. Unlike Moorgate bay roads, trains will presumably require tipping out before entering the sidings, especially if being stabled as opposed to reversed. So as well as blocking the inner rail which is already an issue with Moorgate, you also get further delay on the outer rail too. A lot will depend on the speed over the junction. |
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Post by MoreToJack on Mar 11, 2017 19:30:35 GMT
When the alternative is a suspension, I think the answer to that is pretty obvious. 🙄
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North End
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Post by North End on Mar 11, 2017 19:31:47 GMT
On a related note the new substation at Farringdon was commissioned last weekend, splitting the Moorgate-Chalton Street traction current sections in two. The associated rail gap is just to the west of the station and, accordingly, new rail gap indicators have been installed. Additionally, there's also two new rail gap repeaters, one of which is co-located with the westbound station starter OH28. Something's gone a bit awry with the plates on the repeaters, though...!
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr
Rail Gap Repeater - Farringdon - OH28 by Jack Gordon, on Flickr Looks like a mess-up. Similar installations in the area have co-acting rail gap indicators on the station starting signal, for example OE.48 at Barbican outer rail. This presumably wouldn't work at Farringdon for as long as the current trailing crossover remains in use, as it would prevent a train using the reversing berth without first having to be authorised to pass the lit rail gap indicator, although having said that presumably the same scenario applies at Moorgate if a train is destined for the bay roads. |
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North End
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Post by North End on Mar 11, 2017 19:49:16 GMT
When the alternative is a suspension, I think the answer to that is pretty obvious. 🙄 That's the problem, most of the time Moorgate is used when either the Barking section of the H&C is unavailable, or the southern half of the Circle is unavailable. The density of even the current off-peak service means that even a couple of trains being put into Moorgate bay roads normally results in serious blocking back to whatever is still running through. Fast forward a couple of years to City Sidings and add in a couple of minutes to tip a train out, and a few "social media generation" people immersed in their phones to slow things down that little bit more, and things won't be far short of a suspension anyway. Having said that, there needs to be somewhere to put trains, as the only other capacious stabling locations are Barking and Hammersmith - it's just a shame that the entry arrangements have to be rather awkward. Meanwhile there's various scope for trains being boxed in, and it will be interesting to see what arrangements will be put in place to quickly get drivers to and from trains, in what will be a thin but exceptionally long sidings complex. Worth building no doubt, but operationally there's no doubt they will be rather a pain. |
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Post by philthetube on Mar 12, 2017 3:50:58 GMT
They will hopefully solve the issues which occur when Met trains cannot get north from Baker street, at the moment if there are too many S8 in the City they have to keep running and reversing at platform 6 Baker ST, casing disruption the the Circle and H&C.
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Post by spsmiler on Mar 12, 2017 22:47:55 GMT
Will it give access to the spare Moorgate platforms from the Met running lines? Could be a City terminus for Aylesbury services, given gauge clearance around St. John's Wood. That is a concept which I've not heard for decades. With all the talk nowadays about the dangers of diesel engine waste gases I cannot imagine passengers being happy about diesel trains running through LU tunnels, especially as the tunnels on much of the northern side of the Circle are only minimally ventilated. Simon |
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Post by spsmiler on Mar 12, 2017 22:53:33 GMT
One wonders how much of a useful "bolthole" these sidings will prove to be. Unlike Moorgate bay roads, trains will presumably require tipping out before entering the sidings, especially if being stabled as opposed to reversed. So as well as blocking the inner rail which is already an issue with Moorgate, you also get further delay on the outer rail too. A lot will depend on the speed over the junction. If the route as far as the eastbound side of the island platform at Barbican was made suitable for passengers than any passengers who do not leave the train at Farringdon could be tipped out at Barbican instead. This way the train operator could announce that the train terminates at Farringdon (to encourage everyone to alight) but to avoid delaying following trains there would not be a formal tipping out procedure at Farringdon. Simon |
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