Fouled points at Farringdon (36) + Liverpool Street SSR (5)
Nov 25, 2017 16:00:36 GMT
John Tuthill likes this
Post by goldenarrow on Nov 25, 2017 16:00:36 GMT
The two points in question are ones that cannot be traversed if it is berthed at the normal stop mark position or are fouled by a train on the opposite platform. Other examples of similar arrangements exist at Parsons Green, Ealing Common (S7 WB) and Harrow-On-The-Hill (P5 to Sdg).
Farringdon and Liverpool St are somewhat different in that they are relics of rationalisation that in the case of Liverpool St saw the removal of it's bay road and associated slip switch/EB facing crossover with Farringdon losing it's connection between the Circle/Met and the Widened Lines. Both these stations now have marooned point work in otherwise simplified layouts that since the introduction of longer trains post A and C stocks has further limited their use.
At the moment Farringdon can reverse an S7 WB to EB (after drawing forward following detraining) but can't re-enter service at Farringdon as the clearing point is close to count out marker no.5 which I'm assuming is well beyond the remit of SDO. Similarly a EB S7 must detrain and draw up to the shunt stop marker near count out no.5 and enter service at Kings X. Since I can't recall a FRL (Fixed Red Light) at the rear of the WB platform I'm assuming it is no longer possible double shunt EB to WB?
At Liverpool Street in the past a C stock could reverse wholly from EB to WB in service (link to video by spsmiler ), but since then an S7 must draw forward to count out no.3 to carry out the same manoeuvre. WB to EB would mean a Circle line train entering service at Aldgate but for and H&C service it would have to go to Aldgate East where there is crossover which is much less restrictive.
Obviously with the geographical positioning of these points means that it is plain impractical to use them during normal running. Are there any plans for relocation or abolishment with the coming of projects such as City Sidings and 4LM?
Farringdon and Liverpool St are somewhat different in that they are relics of rationalisation that in the case of Liverpool St saw the removal of it's bay road and associated slip switch/EB facing crossover with Farringdon losing it's connection between the Circle/Met and the Widened Lines. Both these stations now have marooned point work in otherwise simplified layouts that since the introduction of longer trains post A and C stocks has further limited their use.
At the moment Farringdon can reverse an S7 WB to EB (after drawing forward following detraining) but can't re-enter service at Farringdon as the clearing point is close to count out marker no.5 which I'm assuming is well beyond the remit of SDO. Similarly a EB S7 must detrain and draw up to the shunt stop marker near count out no.5 and enter service at Kings X. Since I can't recall a FRL (Fixed Red Light) at the rear of the WB platform I'm assuming it is no longer possible double shunt EB to WB?
At Liverpool Street in the past a C stock could reverse wholly from EB to WB in service (link to video by spsmiler ), but since then an S7 must draw forward to count out no.3 to carry out the same manoeuvre. WB to EB would mean a Circle line train entering service at Aldgate but for and H&C service it would have to go to Aldgate East where there is crossover which is much less restrictive.
Obviously with the geographical positioning of these points means that it is plain impractical to use them during normal running. Are there any plans for relocation or abolishment with the coming of projects such as City Sidings and 4LM?
