wrote in message
...
In article

rg, (Recliner) wrote:

Basil Jet wrote:
On 2014\11\07 10:16, Recliner wrote:
wrote:

I wonder why some trains change at Farringdon then?

Dunno. Maybe they are expected to keep up to speed with changes at
both
stations?

The plan in the TL2000 documents was to do all changeovers at City
instead of Farringdon, because the dual-electrified sidings at City can
be used to get trains with pantographs stuck up or down out of the way
of the other trains. Farringdon of course used to have the
dual-electrified Moorgate Branch as a place to hide trains with stuck
pantographs, but lost that when the platforms were extended over the
junction (which I presume has happened by now), so I'd be very
surprised
if any trains were still changing power at Farringdon.

Are the City Thameslink sidings new?

No, I meant Smithfield sidings, between CTK and ZFD. I think there are still
some sidings south of Blackfriars that could also be used to 'lose' a train
that refuses to change to AC. Note that all the sidings are DC only, so any
train that refuses to accept DC has to be reversed via CTK and sent back
north.

I found the following in

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/226361/trsp-manufacture-and-supply-agreement-with-schedules.pdf

(details for the supply of new rolling stock from Siemens)

[quote]
2.4.3.1 Proposed Arrangements
All service trains are expected to stop at both City Thameslink and
Farringdon stations
in both directions. Hence the proposed arrangements are that during normal
operation
southbound trains will change over from AC to DC during the stop at
Farringdon, while
northbound trains will change over from DC to AC during the stop at City
Thameslink.
If a southbound train is unable to take traction on DC but can continue on
AC the train
will work forward to City Thameslink where passengers will be de-trained.
The train will then reverse and return north as empty stock on AC (or pick
up a timetable working
from Farringdon).

If a northbound train is unable to take traction on AC but can continue on
DC
passengers will be detrained at City Thameslink. The train will then be
worked forward
to Smithfield Sidings (subject to an 8-car limit) or to Farringdon to
reverse via the
crossover and return south as empty stock on DC (or pick up a timetable
working from
City Thameslink).
[END QUOTE]

I would have thought any train that refuses AC could be reversed via the
crossover at the south end of CTK, rather than at Farringdon.

--
DAS

On 08.11.14 15:46, Recliner wrote:
Roland Perry wrote:
In message , at 15:27:51 on Sat, 8 Nov
2014, Clive Page remarked:
remains of all the stuff under Smithfield, City Thameslink with an
absolutely perfect 90s look (you can almost feel the shoulder pads)
including a blanked-off door that should have gone to the Jubilee
line,

Where is that then? And I didn't know that the Jubilee Line went near enough.

I presume this would have been on the branch which was built as far as
Charing Cross, whose JLE station is used now mainly as a film set.

Actually, the abandoned Jubilee Line Charing Cross station isn't on the
JLE. It's on the old Fleet Line alignment.


Why did they close the station? Would it not have been better to
terminate and turn some trains there, while letting others continue on
to Stratford?

In message , at 13:22:27 on Sun, 9 Nov 2014,
" remarked:
Actually, the abandoned Jubilee Line Charing Cross station isn't on the
JLE. It's on the old Fleet Line alignment.

Why did they close the station? Would it not have been better to
terminate and turn some trains there, while letting others continue on
to Stratford?

Not when one of the busiest parts of the line is through docklands.
--
Roland Perry

wrote in message ...
On 08.11.14 15:46, Recliner wrote:
Roland Perry wrote:
In message , at 15:27:51 on Sat, 8 Nov
2014, Clive Page remarked:
remains of all the stuff under Smithfield, City Thameslink with an
absolutely perfect 90s look (you can almost feel the shoulder pads)
including a blanked-off door that should have gone to the Jubilee
line,

Where is that then? And I didn't know that the Jubilee Line went near
enough.

I presume this would have been on the branch which was built as far as
Charing Cross, whose JLE station is used now mainly as a film set.

Actually, the abandoned Jubilee Line Charing Cross station isn't on the
JLE. It's on the old Fleet Line alignment.


Why did they close the station? Would it not have been better to terminate
and turn some trains there, while letting others continue on to Stratford?

AIUI the cost of having to replace the (by then) life-expired escalators was
a significant factor. If you take out the NR interchange passengers (who
could use Waterloo or London Bridge instead) what was left, and would it
justify retaining the station?

--
DAS

On 09.11.14 14:00, Roland Perry wrote:
In message , at 13:22:27 on Sun, 9 Nov 2014,
" remarked:
Actually, the abandoned Jubilee Line Charing Cross station isn't on the
JLE. It's on the old Fleet Line alignment.

Why did they close the station? Would it not have been better to
terminate and turn some trains there, while letting others continue on
to Stratford?

Not when one of the busiest parts of the line is through docklands.

Fair enough.

What are Charing Cross' prospects these days? Is there any chance that
they will reactivate the station, or will it remain a film set?

Is it still connected to the network or have they lifted the points?

In article , (Roland Perry)
wrote:

In message , at 13:22:27 on Sun, 9 Nov
2014, " remarked:
Actually, the abandoned Jubilee Line Charing Cross station isn't on the
JLE. It's on the old Fleet Line alignment.

Why did they close the station? Would it not have been better to
terminate and turn some trains there, while letting others continue on
to Stratford?

Not when one of the busiest parts of the line is through docklands.

They did keep it open at first until what Roland observes became apparent.

--
Colin Rosenstiel

In article , () wrote:

On 09.11.14 14:00, Roland Perry wrote:
In message , at 13:22:27 on Sun, 9 Nov
2014,
" remarked:
Actually, the abandoned Jubilee Line Charing Cross station isn't on
the JLE. It's on the old Fleet Line alignment.

Why did they close the station? Would it not have been better to
terminate and turn some trains there, while letting others continue on
to Stratford?

Not when one of the busiest parts of the line is through docklands.

Fair enough.

What are Charing Cross' prospects these days? Is there any chance
that they will reactivate the station, or will it remain a film set?

Is it still connected to the network or have they lifted the points?

Isn't it still used to reverse stock which terminates from the north at
Green Park?

--
Colin Rosenstiel

In article , (D A Stocks)
wrote:

wrote in message
...
On 08.11.14 15:46, Recliner wrote:
Roland Perry wrote:
In message , at 15:27:51 on Sat, 8
Nov 2014, Clive Page remarked:
remains of all the stuff under Smithfield, City Thameslink with an
absolutely perfect 90s look (you can almost feel the shoulder pads)
including a blanked-off door that should have gone to the Jubilee
line,

Where is that then? And I didn't know that the Jubilee Line went
near enough.

I presume this would have been on the branch which was built as far as
Charing Cross, whose JLE station is used now mainly as a film set.

Actually, the abandoned Jubilee Line Charing Cross station isn't on the
JLE. It's on the old Fleet Line alignment.

Why did they close the station? Would it not have been better to
terminate and turn some trains there, while letting others continue
on to Stratford?

AIUI the cost of having to replace the (by then) life-expired
escalators was a significant factor. If you take out the NR
interchange passengers (who could use Waterloo or London Bridge
instead) what was left, and would it justify retaining the station?

Escalators life-expired after 20 years? Wow!

--
Colin Rosenstiel

"D A Stocks" wrote in message
...
wrote in message
...
On 08.11.14 15:46, Recliner wrote:
Roland Perry wrote:
In message , at 15:27:51 on Sat, 8
Nov
2014, Clive Page remarked:
remains of all the stuff under Smithfield, City Thameslink with an
absolutely perfect 90s look (you can almost feel the shoulder pads)
including a blanked-off door that should have gone to the Jubilee
line,

Where is that then? And I didn't know that the Jubilee Line went
near enough.

I presume this would have been on the branch which was built as far as
Charing Cross, whose JLE station is used now mainly as a film set.

Actually, the abandoned Jubilee Line Charing Cross station isn't on the
JLE. It's on the old Fleet Line alignment.


Why did they close the station? Would it not have been better to
terminate and turn some trains there, while letting others continue on to
Stratford?

AIUI the cost of having to replace the (by then) life-expired escalators
was a significant factor. If you take out the NR interchange passengers
(who could use Waterloo or London Bridge instead) what was left, and would
it justify retaining the station?

I think you are thinking of a different station



--
DAS

On Sat, 8 Nov 2014 15:41:59 +0000, Roland Perry
wrote:

In message , at 15:27:51 on Sat, 8 Nov
2014, Clive Page remarked:
remains of all the stuff under Smithfield, City Thameslink with an
absolutely perfect 90s look (you can almost feel the shoulder pads)
including a blanked-off door that should have gone to the Jubilee
line,

Where is that then? And I didn't know that the Jubilee Line went near
enough.

I presume this would have been on the branch which was built as far as
Charing Cross, whose JLE station is used now mainly as a film set.

Yes, I think the door in question is now "just" an emergency exit that
leads to a larger passage than you'd need (citation needed, but can't
find one!). At the time, it was expected that the extension would go
that way.

Richard.