victoria line ato system

www.davros.org/rail/culg/victoria.html has a good introduction to the Victoria Line rolling stock

yes it is possible its just the fact that the tripcock on the train has to be proved working pior to entering a conventional signalling area by using a raised trainstop if memory serves me right but please do correct me gents if im wrong (never worked on the vic line)

Not quite.

What you're thinking of are the modifications made to the junction signalling in IMR 'VK' at Finsbury Park.

Signal VK2, the e/b junction home for the e/b Picc-Vic connection, has extra circuitry that is activated when VK2 rte 2 is called by the programme machine; this circuitry allows the signal to clear to green with the associated trainstop in the raised position. Any 1967TS transferring to the Vic will have to stop at VK2, switch from the tripcock to the code trip valve, then work forward at shunt speeds over No.3 crossover onto the n/b line (AFAIK there are no code emitters on the Picc, so the train will code trip above shunt speeds). I believe that after running at shunt into the platform and stopping in the usual way, the transfer T/Op then simply continues in ATO.

Signal VK11, the platform 4 s/b starter, has an illuminated sign that is triggered when VK11 rte 2 is called; the sign tells the T/Op to switch from the code trip valve to the tripcock, then draw forward at shunt speeds. As he does so, the tripcock will be tested by a bog-standard tripcock tester, and if it tests cleanly, No.10 points will reverse and VK11 rte 2 will clear, allowing the T/Op to continue at normal line speed onto the s/b Picc.

www.trainweb.org/tubeprune/Finsbury-Pk-rm.gif refers.

fx: stampede of senior ATO engineers and Vic line staff....

i think someone likes programme machines good luck to you sir