SSR Resignalling

with one hand LU say that they cannot run more peak hour trains because of capacity constraints at Earls Court

and with the other hand they use Earls Court as a dwell point

Surely West Brompton and West Kensington would be better?

This tag reading issue does seem odd when one considers how many years ago this was being tested at Old Dalby with S stock and the first but apparently fully representative CBTC equipment at up to full speed, yet it has 'only come to light recently', shortly before SMA6 was commissioned.

The trainstops will also be held down.

First scheduled trains:
13.13 Richmond
13.49 Barking.

Does ATO apply different braking rates for wet and dry weather on the open air sections of track? Yesterday morning was damp and i noted the performance 'seemed' more sluggish than usual on the ATO section east of Bromley-By-Bow.
The 12mph restriction eastbound at East Ham seems to be linked to a set of points at the east end of the station where there is a noticeable dip as each wheel rolls over it. Wonder if / when that is due to be remedied.
In an earlier post someone referenced a blue signal aspect. This i noted at Becontree where westbound trains switch from manual to ATO. There is a small departure signal showing red or blue aspects. When changing from red to blue it sounds like a trainstop is lowered to allow the train onto the ATO section. I'm assuming this doesn't clear if the driver cannot switch into ATO mode?

On another note..can anyone summarise the  procedures in switching the section from manual signals to ATO . I.E shutting down signal cabins, bagging over the signal heads, deactivating legacy assetts and energising the new, testing etc. 

IS it likely passenger service will resume tomorrow afternoon all the way to Upminster?

yes, trains are constantly monitoring their surroundings and will 'report' back to the VCC Vehicle Control Centre that wheel-slip or wheel-slide is occurring and adjust the braking/acceleration curve of following trains.


Three trainstops protect the CBTC area from manual trains. When a train is switched to ATO it tries to communicate with the VCC and when this is achieved the trainstops will lower, the red aspect changes to blue. When movement authority is achieved a target point is displayed in the cab and then train-side white lights illuminate.


yes.

Met signal cabins still operating Amersham. Rickmansworth, Harrow on the Hill and Rayners Lane .

It's been a long journey since the start of central control of signalling on LU! ? Watford from Ricky 1955? It's taken a lot of money.

Museum possibilities? Like Epping?

Any updates as to when the first trains might start running to from Upminster today?

Trains will go into passenger service from 14.00

I presume this is because of sway. A tripcock tester requires the tripcock to pass through a relatively small aperture with a small margin of error. At a higher speed, the greater the likelihood that a working tripcock will be positioned incorrectly for the tester.

Tripcocks are mounted on the shoebeam which is effectively rigidly located on the axleboxes. The only lateral motion (sway) is that of the wheel flanges between the gauge faces of the rails. But at tripcock testers, check rails are provided to control the lateral motion.

The real reason for a speed limit over tripcock testers is to provide a positive depression of the treadle rather than a fleeting contact (rememberine that the tripcock can be knocked back a little without tripping). And, ultimately,to minimise the risk of the energy from hitting the tripcock tester at higher speed actually causing the tripcock to be tripped.

Yes.
(hence why the three trainstops at the boundary lower, as mentioned a few posts back)