londoner
thinking on '73 stock
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Post by londoner on Jul 23, 2017 20:12:49 GMT
Some new-ish tracks appeared to be placed on top of the old tracks of the old sidings in Rayners Lane. What are these for? Is it just temporary storage for track replacement work (elsewhere) next weekend?
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Post by Dstock7080 on Jul 23, 2017 20:28:18 GMT
For the replacement of 14A/14B points and conversion to electric Surelock operation, to the south of Rayners Lane.
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Deleted
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Post by Deleted on Jul 23, 2017 21:22:58 GMT
Overnight remedial works have already taken place on 11/12 points on Rayners Lane Jct, clear evidence of packing in new ballast (or new frogs can't remember) to eliminate the kick that Westbound Metropolitan services used to get when traversing the junction.
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Post by Deleted on Jul 24, 2017 3:08:49 GMT
That sounds like the top layer changed to make it look pretty
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Post by marri260 on Jul 24, 2017 7:28:32 GMT
The diamond crossing is being done too this weekend. Then 13AB renewed and converted to Surelock in September.
Been a few weeks since I last walked the area but a lot of work has clearly taken place on resleeperimg 11 & 12 points recently yes. The new sleepers are plastic, I assume from Sicut but not sure if they are the only supplier LU use or not. Plenty of fresh ballast around the sleepers which is easily visible from a passing train both EB and WB. The improvement in the lack of vertical movement in the track when trains were passing over was also very noticeable when trackside. The movement was most noticeable with Met trains coming across the Junction generally. At the time I walked it there hadn't been any replacement of the frogs or any of the switch rails etc.
The kick that Piccadilly trains got off of the check rail on 12 points was very obvious even when trackside, didn't notice this when down there last time but not sure if this has got any 'better' with the recent works or not!
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Post by Deleted on Jul 24, 2017 9:08:09 GMT
This is the only video I could find that shows the "kick", this video dates from 2015 so it hadn't gotten that bad yet. At 7:14 watch the connection between the two front cars as this shows the lurch best. From the Westbound platform you used to clearly see the leading car lurch as it crossed the diamond, unfortunately I couldn't find a video of that. The Piccadilly lurch at 2:20 is less obvious from the filming but if you watch the space between the cars you can see the lurch just before it passes out of view.
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Deleted
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Post by Deleted on Jul 24, 2017 14:30:41 GMT
They might learn the mistakes from Earl's Court and finish it on time
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londoner
thinking on '73 stock
Posts: 480
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Post by londoner on Oct 13, 2017 12:46:16 GMT
Today I saw a Met train go into the siding from the westbound platform. A Piccadilly line train then terminated at Rayners Lane (its destination read Rayners Lane). I did not see what happened next, because I took an Eastbound Met train, although at Harrow, an out of service Met train passed the station without stopping.
I remember reading on these forums not so long ago that it was quicker using the crossover (sorry, don't know the correct term) to go directly from westbound to eastbound track, rather than going into the siding and then reversing into eastbound. My question thus is, why did this Met line train go into the siding in the way it did?
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Post by goldenarrow on Oct 13, 2017 14:20:11 GMT
Today I saw a Met train go into the siding from the westbound platform. A Piccadilly line train then terminated at Rayners Lane (its destination read Rayners Lane). I did not see what happened next, because I took an Eastbound Met train, although at Harrow, an out of service Met train passed the station without stopping. I remember reading on these forums not so long ago that it was quicker using the crossover (sorry, don't know the correct term) to go directly from westbound to eastbound track, rather than going into the siding and then reversing into eastbound. My question thus is, why did this Met line train go into the siding in the way it did? , The Met service you described could be no.470 (ex 09:51-Aldgate) which is predominantly booked as a "contraflow" semi-fast service to reverse at Harrow. However it along with a handful of other services has several "Runs when required (RR)" slots enabling it to run Empty (Ety) beyond Harrow to other reversal points including Rayners Lane should services require a bit of shuffling for whatever reason. It is indeed generally quicker for a WB train to do a platform reversal to the EB although the presence of the WB Piccadilly train may have been a deciding factor as the signaller may have sent the Met train to the siding on the presumption that it would be on it's way out again before the Piccadilly service had pulled in, passengers had alighted, driver and station staff had closed all the doors, the driver had walked back to the cab and awaited clearance to shunt to the sidings. This move could have been seen as more favourable than holding the Piccadilly service on the approach whilst the Met sat at the platform, driver changed ends, got the signal and pulled clear of the junction before allowing the Piccadilly service to terminate at the WB platform. In an ideal scenario the signaller would simply be able to work out of the timetable but of course that will never always be the case which is why they can when conditions merit it occasionally, "vary routeing and platform working in the best interests of the service". |
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Post by marri260 on Oct 13, 2017 21:30:22 GMT
Yep, pretty much spot on goldenarrow. The Met was a Neasden interpeak stabler (I think it was 464 but don't recall 100%) that was extended to reverse at Rayners for operational convenience. The signalling issue at Kings Cross slightly earlier had caused a fair bit of late running, and platform 4 at Harrow was already occupied by a Harrow reverser (I don't know if it was a scheduled reverser or just turned short), so 464 was detriained in Harrow platform 3 and then sent empty to Rayners Lane to get it out of the way and back to Neasden.
The Picc right behind it was a scheduled Rayners Lane terminator, but the Met was in and out of the siding within a few minutes, so by the time the Picc had got into the platform and been deteained, it was only delayed by 90 seconds or so waiting for the Met to leave the siding. This Met would have then been the empty train that later passed you, yes. By the time the Picc was in the sidings, the next Uxbridge Picc was quite nicely timed, there was a bit of a gap on the Met as a stock and crew was taking place with the following Uxbridge services at Harrow.
14 crossover is useful for a quick reversal too, but bear in mind that it blocks up all 4 lines to/from Rayners, so holds up everything else in the area whilst the move takes place. Reversing a Picc off of platorm 1 over 13 crossover isn't too bad though, this happens far more frequently than the Met. We had 2 Met trains reverse off of platform 1 in service this morning too though, both because they were running late enough to make it worthwhile rather than turning at Ruislip, which also has to accommodate the Picc Sandite reversals during the day now too.
That being said, 12 and 13 or 14 points can still be reversed for a wrong road departure from Platform 1 for both lines, even with Picc and Met trains stationary at MP20 and MP22 (the last signal before both crossovers) so trains can get reasonably 'close' in such scenarios. I'm not sure how 14 points being reversed effects the EB approach to Rayners from Eastcote, but I'd imagine the shunt from the siding (MP7 route 1) or the inner (and perhaps even intermediate) homes MP2/3A & MP3B wouldn't clear.
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