SSR Resignalling

Actually most test and engineer's trains aren't a particular headache - the crews are good and will pretty much do what we need them to - if they need to sit to allow passenger trains through first they will, likewise if we just need them out of the way as soon as possible. It's unusual to see them running during the day, but a regular occurrence overnight. The only one that is a particular pain is the Track Recording Train, as it runs in and out of every platform and siding so can be very back and forward. There will actually be more work for ad-hoc specials under the new system.



If they are running a timetable notice more often than not this will be using an available engineers path within the working timetable, of which a number exist throughout the day. These largely look after themselves but may need intervention to get the TD set up correctly. If they are running additionally then it will require the signallers to push them through as required, again providing the 'Special' TD primarily for the signalling systems but secondary to display correctly on platform DMIs.



In much the same way that the engineering trains work with the other ATO systems - I.e. not much. There's a more pressing need to allow engineering trains to run in traffic hours on the SSR than there are on the others, but it's far from a simple process due to the way that the system calculates things like signal overlaps. Regular readers may recall that this was one of the pitfalls of the ill-fated Asset Inspection Train, which was due to become the first - and only - train fitted with all LU signalling systems. A number of battery locomotives, likely the ones already fitted with TBTC for the Jubilee and Northern lines, will be fitted with CBTC in time for SMA 2 going live. For the record, a number of locomotives also have Central line ATP, but none are fitted with the Victoria's Distance-To-Go (Radio) system. All movements of ballasts on the Jubilee, Northern and Victoria lines happen in engineering hours, and often under full line possessions rather than engineers'vehicles current, due to the incompatibilities.



This is not generally how emergency engineering work happens. There are not spare drivers sat in Ruislip depot during the day and nor are there emergency trains ready to go. Spare lengths of rail are located throughout the network and will be utilised if required to afford a temporary fix, with an additional train scheduled in engineering hours if it warrants a large job. Smaller, specialist parts are generally conveyed by road transport with the Emergency Response Unit.

As an aside, without the new kit engineering trains also won't be able to reach the Jubilee and Bakerloo lines in a timely manner for overnight engineering, however the Piccadilly, Northern and Victoria lines will be okay due to the retention of colour light signalling along the Uxbridge branch.





Short answer yes, as you've probably picked up already. It's not clear what remains in scope following the various dramas with the resignalling contract, but it definitely includes a number of battery locomotives and the two D78 Rail Adhesion Trains. No heritage units are still within scope, unfortunately.



The test weekend was successful with a number of scenarios trialled. Further installation and tweaking is ongoing within Hammersmith sidings and on the main, with further trial operations planned. There's no further news on the opening of Hammersmith SCC, so see my previous comments regarding the weekend of May 26/27.

Not actually correct There is at least one finished. Let me see if I can find my pictures


Edit: The current plan is to fit out ALL battery locos with CBTC gear. They are currently being done right after being completed at TMU (where the last loco is currently under going overhaul).
TBTC locos are easy to kit out as they can use the same air connections for cutting out the tripcock/allowing tripcock to be done by the controller. The amount of space the new CBTC gear takes up is amazing haha.

Good to see they went with a reasonably matching colour for the TBTC aerials.

Once a stable design is achieved for an answer incorporating all the potential variants of TBTC control kit needed - so potentially all line capable - I suspect the support fleet is large enough to justify some work to reduce the computing footprint which might even end up with a single micro chip solution.

Sadly there is only so far you can go miniaturising separation gaps required by any high voltage switchgear, or control inputs from electro mechanical safety systems like trip cocks. I am guessing that box is providing an interface with a host of legacy safety systems and controls, so you will still need a pretty big box, ideally mounted at an easy working height, to ensure that all connections are reasonably spaced for easy installation and maintenance.

Looking further forward - just like aircraft flight decks went through major rationalisation and clutter improvement cycles when full glass cockpit systems (=TFT Screens) were introduced, I hope rail cabs will eventually see more ergonomic cab layouts devised to ensure mission critical stuff is best placed. However I guess it will be a long time coming for the works/support fleet, as they always seem to have to make do with service fleet cast offs, meaning any extra features required to work with new signalling systems end up bolted on wherever there is space available.

But what will happen when the Piccadilly gets its new trains and (I assume) ATO signalling?

Oh and since (by then) present-day systems will be 'old technology' what happens with shared operations? Or will the new trains all have the same ATO as the SSR?


Ah, oh dear, no longer possible for steam trains through Baker Street or to Hammersmith (Met), nor Sara Siddons or 1938 tube on the Inner Circle?

Simon

@luacton - excellent pics! Always fascinating and a privilege to see behind the scenes. Is that one of the reasons why the bulkheads were moved back in the battery locos?

To make things compatible I’m sure they will pick CTBC for the Piccadilly. There was at a time a feasibility study on the cost of adapting CBTC to the 73 stock but of course cost put the nail in the coffin for that.

Basically, batteries need replacement when they are life expired. New batteries were sourced, and it was found that you did not need as many batteries to get the same power. The cabs were cramped, so they took this as a good time to do the fairly simple task of moving the bulkhead back 1 battery bay at each end. Moving back allowed there to be room for better driver seating, improved ergonomics in the cabs, and space for two cab spares boxes within the cab ( of which 1 is removed to make space for the main CBTC cabinet). 

When the inital design was done (must be 7 years ago now), there was no idea of what signalling equipment was going to be fitted or the space it would take. I got some more photos as that is not the only box to be fitted to the locos.

Edit:

Keep in mind the amount of work required. You have all the equipment that needs to be paid for, fitting the equipment, antennas, all the safety wiring, pipe work mods(enabling the computer to 'trip' the train), in cab monitors, selector switches (if required?), and thats only the stuff off the top of my head! Yes, its a high cost, but I don't know how exactly it was worked out. There may be asbestos that needs removal and replacement depending where parts are being fitted which is not cheap.

just few a thoughts...

1) if fitting that equipment to the '38 ts was deemed uneconomic, I assume that the same will apply to the heritage Q stock?

2) and also Sarah Siddons,

3) and Met No.1? (yes, a kettle on wheels, aka: a steam loco)

4) finally, a train comprising both Met No.1 and Sarah Siddons (plus the Chesham Set, coach 353, milk van No.3) which I guess would have yet another (different) acceleration and braking profile?

Simon

I believe some of them were originally in scope and had since been de-scoped?

Presumably travelling there under a possession?

A small but significant milestone this morning as Hammersmith Service Control Centre entered operational, revenue usage for the first time. Line control functions for the Circle, Hammersmith & City and Metropolitan and District lines have moved into the building from Baker Street (Service Managers, Service Controllers and Line Information Specialists) however at this time there is no signalling functionality, which remains at the legacy cabins and control centres.

Signalling control is still anticipated to move in over the weekend of 26/27 May with the commissioning of SMA 0.5, Hammersmith-Latimer Road. A further 'trial running' operation is planned for next weekend, 12/13 May, featuring a shadow service throughout SMA 0.5, before continuing under legacy signalling - empty - to Edgware Road to reverse. Hammersmith OZ is into it's final few weeks of operation.

SMA 1 (Latimer Road-Paddington [Suburban]) is planned to go live on the 24th June.

Some sick just came up in my mouth