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Post by Deleted on Oct 9, 2005 19:54:25 GMT
I was in Unit 26 at Covent Garden today, seeing if anything new and interesting was on sale at the LT Museum Bookshop, and found #524 of Underground News, which contained a longish article about the July 7 bombings.
It stated that an H&C service was run by starting Single Line Working betwen Royal Oak and Paddington pfm 16, with the unsignalled, loose trailing crossover west of Royal Oak being used to put trains back on the w/b line. IIRC the article stated that a 10min service could be run using this method (but I can't be sure, as I wasn't able to buy it).
The thing I'm curious about is how the crossover was physically operated - both of the point levers are rather close to the track and there doesn't seem to be much space for a P/Way member to stand clear of any oncoming trains, much less the live traction rails. Seeing as how this method was used for quite some time before Edgware Road was made usable again, it must have been workable, so how was it done?
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Tom
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Post by Tom on Oct 9, 2005 21:15:19 GMT
I remember seeing a chair in the six foot, close to the (by this stage unused) WB road for the operating officials involved, from memory there was either a person at each point lever or one person walking between the two to throw then secure the points.
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Post by citysig on Oct 10, 2005 10:28:08 GMT
There's more than enough room - even for a portly chap like me! The P/Way don't work it either, operational staff do (but not signal operators - you won't catch us standing in the rain!)
I think there was a 10-minute service run. This is about the maximum, mainly due to the time taken to run Paddington-change ends-back to Royal Oak (wrong line).
Had management spent a bit more then it could (and was going to) have been operated from Edgware Road signal cabin. However, maybe a blessing in disguise, the events of July 7th would have meant that had they carried out the installation in full, a service would not have been able to use the crossover - Edgware Road being out of action.
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Post by Deleted on Oct 10, 2005 17:46:39 GMT
There's more than enough room - even for a portly chap like me! The P/Way don't work it either, operational staff do (but not signal operators - you won't catch us standing in the rain!) Ah, so it would have been one of aetearlscourt's colleagues then? I always thought that loose points were operated by the P/Way staff, and that the AETs only went on the track to fix things. I think there was a 10-minute service run. This is about the maximum, mainly due to the time taken to run Paddington-change ends-back to Royal Oak (wrong line). Had management spent a bit more then it could (and was going to) have been operated from Edgware Road signal cabin. However, maybe a blessing in disguise, the events of July 7th would have meant that had they carried out the installation in full, a service would not have been able to use the crossover - Edgware Road being out of action. Ah, how true. Does it matter that the crossover is on a gradient? |
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Tom
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Post by Tom on Oct 10, 2005 17:50:18 GMT
It was a pair of DMT's operating the points IIRC.
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Post by c5 on Oct 10, 2005 21:06:44 GMT
There was a 20 minute service running on the shuttle, even on Thursday 28 July when it was extended empty from Padd Sub to Edgware Road.
You're right there were two DMT's at the crossover and another Manager acting as Pilotman from Westbourne Park to Padd Sub and back.
There was lots of space to sit down (on deck chairs ;D ) in the six foot, between trains.
C5
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Post by citysig on Oct 13, 2005 17:17:56 GMT
There was a 20 minute service running on the shuttle, even on Thursday 28 July when it was extended empty from Padd Sub to Edgware Road. What you mean you still managed that frequency once you began signalling the service by conventional means. You mean that's faster than using a ground frame and wrong direction moves  You're right there were two DMT's at the crossover and another Manager acting as Pilotman from Westbourne Park to Padd Sub and back. There was lots of space to sit down (on deck chairs ;D ) in the six foot, between trains. C5 If they're the typical type of DMT who phone us, I would have directed them to site their deck chairs in the four foot. |
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Post by Deleted on Nov 29, 2005 13:29:40 GMT
BUMP.
Having done a bit of research I discovered that the crossover under discussion in this thread appears to have always consisted of a pair of loose points with standard trackside levers, and that the crossover is partially protected by a pair of TRX signals - TRX125 is the e/b starter at Westbourne Park and TRX122? is the w/b starter at Royal Oak.
Seeing as how these points have never been interlocked with anything, how are these signals replaced at danger when the points are reversed?
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DWS
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Post by DWS on Nov 29, 2005 15:22:31 GMT
BUMP. Having done a bit of research I discovered that the crossover under discussion in this thread appears to have always consisted of a pair of loose points with standard trackside levers, and that the crossover is partially protected by a pair of TRX signals - TRX125 is the e/b starter at Westbourne Park and TRX122? is the w/b starter at Royal Oak. Seeing as how these points have never been interlocked with anything, how are these signals replaced at danger when the points are reversed? The points must have detection boxes, if the points are not in the normal position a circuit will be wired to put the signals to red. |
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Post by Deleted on Nov 29, 2005 18:55:31 GMT
The points must have detection boxes, if the points are not in the normal position a circuit will be wired to put the signals to red. So the points have the same type of detection that powered points do, right? |
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DWS
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Post by DWS on Nov 29, 2005 22:38:54 GMT
The points must have detection boxes, if the points are not in the normal position a circuit will be wired to put the signals to red. So the points have the same type of detection that powered points do, right? Yes, but not as many circuits to feed. |
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Post by Deleted on Nov 29, 2005 22:58:46 GMT
So the points have the same type of detection that powered points do, right? Yes, but not as many circuits to feed. What precisely does that mean? BAET said that the points have some kind of widget called a 'PL&D box' that is in series with the track circuit detector - is that what you are referring to? |
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Post by DWS on Nov 29, 2005 23:40:59 GMT
Yes, but not as many circuits to feed. What precisely does that mean? BAET said that the points have some kind of widget called a 'PL&D box' that is in series with the track circuit detector - is that what you are referring to? a PL&D box is a point locking and detection box. In the case of Royal Oak only the detection part would be wired up as the points would be scotched and clipped. |
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