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Post by PiccNT on Aug 9, 2016 15:55:00 GMT
Sounds like the whistle on the 1938 stock train.
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Post by PiccNT on Aug 9, 2016 15:51:51 GMT
Yes, everything North End states is absolutely valid. In addition, the two inner home signals for eastbound and middle platforms PJ3/500 and PJ4/600 act as both a semi-automatic or a draw up signal depending on the route set on the adjacent platform thus protecting the converging junction ahead. For instance if a train has a green on the EB, the train behind that has a green at PJ2 (routing signal) with a route to the middle platform, PJ4/600 will act as a draw up and the train will need to just about stop before being allowed to proceed.
Also, on the WB, there is a traditional 10 MPH draw up signal PJ320 (10MPH) halfway down the platform. Again, if there is a reverser in the middle with the route set WB, the draw up will require the train to slow right down. So yes, thinking the signal will clear because it always does is not what you want to be thinking!
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Post by PiccNT on Aug 2, 2016 12:37:02 GMT
It was a faulty card in one of the IMR's at Acton Town. They thought it was fixed and then it went faulty again so it was a loss of signalling control at Earls Court.
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Post by PiccNT on Aug 1, 2016 20:01:11 GMT
Today was pretty bad. On the Picc we had an emergency timetable introduced. My morning peak Uxbridge train was reversed at Down Street and I sat in there for about 30 minutes before heading back east. Before that, traction current was discharged a couple of times around the Heathrow area. On the second half of my duty, I went to T4 and got delayed there and pretty much all the way back to Cockfosters. Not the best of situations! We had trains stalled between stations, some for over an hour with customers and heard at least one doing a wrong directional move somewhere around Alperton.
Hopefully it will all be fixed in the morning :-)
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Post by PiccNT on Jul 5, 2016 16:14:40 GMT
If a PEA is pulled, the emergency brakes are applied wherever it happens as it breaks the Round Train circuit. If between stations, there is a PEA override button that has to be depressed and kept depressed to move the train. The PEA will then be reset at the next station unless it was pulled within station limits and then will be reset straight away.
As above, CSDE override does just that and you can open any doors within the 30 second time limit. The other J doors are alarmed and an intruder alert will go off in the leading cab that will be investigated at the next station.
Emergency lights are on all of the time and they are protected by a separate fuse than the main car lighting.
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Post by PiccNT on Jul 4, 2016 20:59:26 GMT
Yes, on the 1973 stock, it has to be within the CSDE zone and the drivers console buttons are governed by the speed sensing relay and this allows the doors to be opened I believe under 5 MPH. We are however trained to use a finger from each hand when operating the two open buttons and you therefore can't open them until the TBC is released so no doors to be opened until the train has stopped. However, in the real world ....
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Post by PiccNT on Jun 30, 2016 22:58:28 GMT
The 2009 stock trains, unlike the 1967 stock, can be driven in Protected Manual. The 1967 stock didn't have that option and could only drive at a very slow speed should the ATO fail. On other ATO lines, T/Ops are encouraged to drive in PM on Sundays and Bank Holidays on certain sections of the line to keep up their skill level. I was on the front of a Vic Line train recently and the T/Op did drive in PM between two stations.
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Post by PiccNT on May 23, 2016 15:54:49 GMT
I'm on the Piccadilly Line and finish at Ashfield at the end of this week. Along with 3 of my group, I think we are about the first to go to the Picc. Others in my group have got Central, Northern and Jubilee.
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Post by PiccNT on May 21, 2016 10:26:35 GMT
It certainly doesn't look like a hard and fast rule! I shall discuss this with my instructor on Monday :-)
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Post by PiccNT on May 21, 2016 10:14:21 GMT
WK7R is indeed the repeater for WK7 and has nothing to do with the draw up signal. So, any signal with an ID that doesn't have an "A" prefix but has three numbers ending in zero is a draw up signal. They can only show green, red, yellow or red and yellow.
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Post by PiccNT on May 21, 2016 9:30:53 GMT
This is what we're taught at training, whether all draw up signals are the same, I will have to come back to you. They should be three aspect signals. They show red if the signal they are associated with is also red but when they enter the timing section, they show an additional yellow. This is the only signal type that will show a simultaneous red and yellow. When the speed is identified as being correct, the red drops off and yellow remains. As above, if the junction is clear and the semi-automatic signal shows green, the draw up signal will also be green and no timing is carried out. Draw up signals are automatic signals although their ID is based on the ID of the semi but will have three numbers always ending in zero.
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Post by PiccNT on May 21, 2016 8:13:22 GMT
WK700 is indeed a "Draw up" signal protecting the converging junction ahead and the other thing I would add is that if the section ahead is occupied and WK7 is held at danger, WK700 will display BOTH yellow and red simultaneously whilst the train is travelling through the timing section and if it passes the test, the red will drop off and will just display yellow. If it fails the test, red will remain.
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Post by PiccNT on Apr 20, 2016 18:41:45 GMT
Shouldn't that now read "Customer Alarm"??
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Post by PiccNT on Feb 11, 2015 14:27:40 GMT
That takes me back to when I used to use the Central Line and remember what seemed to be pretty high speeds in the 1956/59/62 stock trains. Approaching Bethnal Green over the points seemed to be pretty much full speed!
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Post by PiccNT on Jul 29, 2014 14:24:24 GMT
Already been mentioned but mine has to be Mill Hill East. Used to spend half of my life there in my teenage years waiting for my Mum to arrive there from work. Spent many a happy hour chatting to the Station Foreman (Lloyd Michael) and even used to help out in the ticket office when it was upstairs on the platform for a while. Getting to know the train crews (mainly from East Finchley) got me a decent amount of cab rides! I used to enjoy telling the crews that the stick was off (NQ7 no more)and they eventually shuffled off not always before the automatic telephone started to ring!
Least favourite were on the old Northern City Line such as Essex Road and Old Street. Damp, dreary and a bit eerie. However, is it Platform 9 at Moorgate where they had the signal operator? Used to enjoy pulling the odd lever in there too.
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Post by PiccNT on Apr 26, 2014 8:13:40 GMT
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Post by PiccNT on Apr 4, 2014 21:38:13 GMT
No I didn't I'm afraid. I think it must have arrived at Edgware Road at about 4.50pm. I felt the Train Operator was probably quite new to the S Stock as he seemed very hesitant about stopping at the right place.
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Post by PiccNT on Apr 4, 2014 16:31:40 GMT
Was on a train yesterday and just as it was pulling into Edgware Road it gave the announcement that the train is terminating and change for the Hammersmith and City and CENTRAL lines. The digital display correctly stated Circle Line.
Or did I just hear it incorrectly??
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Post by PiccNT on Jul 22, 2013 0:35:58 GMT
I was fortunate enough to have a ticket on the 2.30pm trip from Edgware to Kennington, around the loop and back to Edgware again.
Having spent my youth travelling and enjoying the odd cab ride on the 38's in the 70's, this certainly took me back in time. My main knowledge was on the Barnet Branch as I lived at Mill Hill East and I remember vividly the days of full parallel down to Highgate southbound, full EP and filling the platform with brake dust! Speed sticks soon followed to stop this practice! Also remember some drivers heading out of Camden from the Barnet Branch via Bank under full parallel and giving the Guard (and anyone else near the back) a heavy jolt as the train swung around to the left over the points! No black boxes in those days.
On the trip today, heading North through the Hendon tunnel also brought back memories on feeling like the train was about to take off when existing the tunnel.It was a great trip and probably the last time the 38 will head onto the Northern Line due to TBTC. Sad really unless they do some night trips.
Certainly a day to remember.
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Post by PiccNT on Jun 27, 2013 16:40:54 GMT
I went on my first trip on the Northern Line for a long while and I was distinctly unimpressed with the ATO. The TO had to drive manually from MHE to Finchley Central for some reason (about 3pm yesterday) and then the journey from Finchley Central to Highgate was a series of acceleration, coasting, braking, coasting, acceleration etc etc.
Coming back the other way was just as bad. Highgate to East Finchley bearing in mind the gradient was the same pattern of go, coast, slow, go again. We came out of the tunnel at a rate of knots, probably faster than manual driving. Leaving Finchley Central for Mill Hill East, we accelerated and then slowed to a crawl over the points and then took off again! Hopefully this can be smoothed out in time.
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