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Post by up1989 on Mar 31, 2019 16:48:32 GMT
That's not necessarily an insurmountable problem if an alternate design of ramp is found that does work. And does the issue apply at Queen's Park or only north of there? LO and LU have separate platforms at Guernsey Park, so there should be no need for compromise heights, or ramps. Beyond Queens Park, provided the wheelchair accessible parts of 1972 stock and 378s/(710s this year, next year, sometime, never?) stop in different parts of the platforms, separate humps (or dips) could be provided at the appropriate points on the platforms. However during a shuttle service LUL trains do use platforms 1&4 at queens park, so there would be an issue for platform heights.
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Post by up1989 on Jan 26, 2019 1:19:56 GMT
I wonder how the 4tph new time table on the Watford dc will be effected with the released 378s ?
Or has this all been factored in?
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Post by up1989 on Jan 20, 2019 21:01:54 GMT
So is it likely to be driver error? Admin commentReminder: Discussion about what happened and the systems involved is fine, but it's not our place to speculate about the cause(s) in this specific case. My bad, duly noted. Apologies
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Post by up1989 on Jan 20, 2019 10:48:05 GMT
So is it likely to be driver error?
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Post by up1989 on Jan 18, 2019 15:33:00 GMT
Sure about the loading gauge, but 21 and 22 reception roads up to the stop boards have no loading restrictions, so could be used by BR maybe? The LU/NR track boundary is immediately beyond the diamond crossover (512 and 511B points) so any stock moving beyond that location including moving up to the stop boards would require LU Track Certification. Ah that makes sense!Not worth the hassle for an extra reversing point for LOROL trains i guess, thanks for the info!
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Post by up1989 on Jan 17, 2019 18:35:42 GMT
But aren't the 378s tripcock fitted so wouldn't need tows. It makes sense incase of engineering trains and the like to have tows. I wonder why the outlet signals at stonebridge aren't TPWS fitted as well, because they are NR assets and have the WS cabin code. The /2's have tripcocks though I have no idea if LO trains on the DC actually use them but the rest get by with TPWS. Don't see why the outlet signals for Stonebridge Park Depot would need TPWS as the wash and depot is only tall enough for tube stock and what would need to get out would presumably need to come in and I'm assuming the inlet signals are protected against wrong route setting. NR signals without TPWS is not confined to here, IRC the Northern City Line has train stops only. Sure about the loading gauge, but 21 and 22 reception roads up to the stop boards have no loading restrictions, so could be used by BR maybe?
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Post by up1989 on Jan 15, 2019 14:28:19 GMT
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Post by up1989 on Jan 15, 2019 14:15:11 GMT
Well it is still NR instructure and signalling so any number of fitted trains/locos can be permitted to run on parts of the Watford DC when the WCML is closed for works for example although this is increasingly now a rarity, HST's used the DC in 1993 during engineering works and sticking to the times class 378's are TPWS fitted so could in theory use the reversing siding. But aren't the 378s tripcock fitted so wouldn't need tows. It makes sense incase of engineering trains and the like to have tows. I wonder why the outlet signals at stonebridge aren't TPWS fitted as well, because they are NR assets and have the WS cabin code.
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Post by up1989 on Jan 14, 2019 17:33:55 GMT
Ive noticed there seems to be the TPWS cattle grids in the Harrow and wealdstone sidings used for bakerloo line trains to reverse. Ive never heard or seen a BR train use the sidings, which begs the question what was the point of signalling it that way?
Thanks all
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Post by up1989 on Dec 3, 2018 22:53:47 GMT
Thing is the tunnel at kensal green is wide enough for people to evacuate the train via the usual doors, so the 710 doesn't need the end doors. I think the 710s won't be allowed to work the east london line tho, due to the thames tunnel.
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Post by up1989 on Nov 24, 2018 17:11:57 GMT
What's the state of play with 72 stock refurbishment/mods? I have not seen the wheelchair bays yet, but I've not been on the line so much this year. On a recent team talk 2019 was mentioned for new wheelchair bays and a new DVA (Digital voice announcer) system and 6 in train displays
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Post by up1989 on Nov 21, 2018 2:01:55 GMT
They are saying we will see the new trains by 2024, could they really design build and test new trains in only 6 years?
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Post by up1989 on Sept 7, 2018 14:55:04 GMT
A couple of people have asked rhetorically why passengers would need to access a cab or detrain without the permission and assistance of tube staff. The accident near Holland Park 28th July 1958 comes to mind. A number of LT staff did not cover themselves in glory on that day (eg Station Master Nelder), but life's like that and the outcome could have been very different if the passengers had been wholly reliant on the staff to enable them to detrain. How you balance that with the safety of Train Ops is another matter. The solution of locking the leading cab and leaving the trailing cab unlocked would not have hindered evacuation on that occasion. The only situation where I can see a problem with that solution is where a driver became incapacitated AND a fire broke out in the middle of the train. I doubt that's ever happened. The advantage of the solution is that it is extremely cheap and easily retro-fittable. A slightly more complicated system where the lock 'timed-out' if the driver didn't respond to a request for entry would be a little more expensive but would remove the objection that passengers could not get out if the driver became incapacitated. Possibly having the Leading cab mag lock linked to the opo alarm incase of driver being incapacitated so the door can be opened, although it wouldn't work on ATO lines.
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Post by up1989 on Sept 6, 2018 10:57:22 GMT
Can we talk to the operator via the alarms? That depends on the stock, but I believe the 1996 stock has that capability. Obviously the driver might not be in a position to respond right away though. I believe all Stock now in service has the 'talk-back' facility. The 72 stock on the bakerloo don't have talk back facility
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Post by up1989 on Jul 6, 2018 18:28:06 GMT
Possibly a new driver training in protected manual, and didn't brake in time, and had a speed violation. Just a guess.
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Post by up1989 on Jun 24, 2018 13:58:40 GMT
Historically what is the reason why some stations weren’t provided with one? it is common on British Rail where signalling block sections are much longer and can contain more than one station. Case in point Harlesden on the up (South), the running signal is un-viewable from the drivers seat.
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Post by up1989 on Apr 2, 2018 17:33:28 GMT
The Seltrac ATO will go to the limit of shunt ok, on the Northen and Jubilee
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Post by up1989 on Mar 27, 2018 16:52:10 GMT
I hope ive posted in the correct place, heres Geoff Marshals video about the new ATO on thameslink
I found it really interesting!
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Post by up1989 on Mar 25, 2018 0:39:20 GMT
Can someone help me please, I’m a train ops trainiee and I’m really struggling in pm to stop at the stopping mark I have been told use the Tod then no use the stopping mark the no use both been told to coast no used the beginning of the breaking ark and my IO is I think getting frustrated any tips guys oh it not the near side stopping mark that not to bad it the far side Please help week 7 trainee thanks in advance I found it more useful to only use the tod at the end rely on your eyes for most of your stopping as if your in rm the tod won't help you! I used to find on the 95 stock it was better to stay in minimum brake rather than coast as you could run the risk of overshooting.
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Post by up1989 on Feb 26, 2018 14:49:07 GMT
Almost certainly not as they will be almost forty years old by then and are high-floor. Ah yes that would make sense! shame it will be end of the line for them (pun intended!)
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Post by up1989 on Feb 26, 2018 14:25:53 GMT
Could they be possibly bought back for use on the Tramlink?
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Post by up1989 on Feb 14, 2018 21:09:28 GMT
There’s a unit at London road depot slowly collecting dust
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Post by up1989 on Jan 8, 2018 22:59:36 GMT
Hello all!
Just wondering what the point of the Rate 1/2 switch on the 72 tube stock. I know it slows acceleration but what was the need for it when the stock was produced?
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Post by up1989 on Jun 14, 2017 12:15:22 GMT
Thanks! I'm assuming even tho theres no ATO, there are still codes? And ATP is still working? Absolutely Can't be in Coded Manual without codes True true On a side note if a driver was to select Restricted manual (without authority), would it bring all the trains in the area come to a screeching halt, Like its supposed to do on the seltrac signalled lines?
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Post by up1989 on Jun 13, 2017 20:41:48 GMT
ATO has not been installed into the sidings, the data isn't there for the train to run to, the train wouldn't know where the block marker boards and signals were. Woodford 21 road is the exception however, this is to clear the westbound platform of the Hainault - Woodford train. Thanks! I'm assuming even tho theres no ATO, there are still codes? And ATP is still working?
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Post by up1989 on Jun 13, 2017 14:28:36 GMT
Hello all,
I was talking to a central line driver the other day and they said that all moves into sidings are done in coded manual why is this? Is it an issue with the ATO?
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Post by up1989 on Jun 7, 2017 15:03:35 GMT
I'll be leaving the Central Line to go to Queens Park (also part time to full time) and am looking forward to it, despite what I keep hearing from everyone. It'll be nice to have a reliable train to drive, even if it is 20 years older! Haha fair enough! I might see you on training! Although I will be possibly changing from a reliable stock (95 stock) to a slightly less one!
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Post by up1989 on Jun 7, 2017 13:02:30 GMT
I'm hoping to get my transfer to Elephant depot end of this year start of next year, how did you find working on the line? Elephant & Castle is still regarded as the best place to be based as an operator on the Bakerloo, I know that six drivers on the line were cashing in their chips across this year and a good number of them are based at Elephant so hopefully you wont have to wait too long. As drainrat said, the team down there are good fun to be around. Cheers guys for replying!! I'm really looking forward to it! Im really not in a bad place tho as all the guys and gals at Morden are really nice, but the bump from part time to full time will most certainly help the mortgage payments Once I get there I'm hopefully planning to stay there till retirement (I'm 27 so it should be a long time!) Just playing the waiting game, but hopefully not too long as I was the second NT operator to pass at Morden and I'm like 4th or 5th on the Waiting list at elephant! I'm really looking forward to it!
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Post by up1989 on Jun 6, 2017 22:18:13 GMT
Surely can't the central do what as drainrat said above allow driver to drive in CM until they loose time? When I'm on night tube I drive in PM on the northern and yea as long as you keep time everything fine, it most certainly helps the nights go easier when your concentrating on actually driving the train!
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Post by up1989 on Jun 6, 2017 22:04:55 GMT
At Night it is possible to catch the glare of the aspect but during the day it is almost completely camouflaged against it's background from the station platform as this cab ride shows. Well that brought back memories, I left the bakerloo line at the end of 98, can't say I missed it but enjoyed working with colleagues there, made some good friends I'm hoping to get my transfer to Elephant depot end of this year start of next year, how did you find working on the line?
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