On Sun, 07 Jan 2007 19:58:17 +0000, Stimpy
wrote:

On 7/1/07 19:18, "Paul Terry" wrote:

But their main purpose, certainly at Brixton (where the over-run tunnels
are 1200 feet in length) is to provide over-night stabling for trains so
that the service can begin with a reasonably frequent service in the
early morning without having to wait for trains to make their way from
the Northumberland Park depot.

JOOI, why can't they stable trains overnight in the Brixton platforms?

It would prevent all sorts of overnight engineering work being
undertaken - either on the tracks, posting of posters or working at
heights on the platform or close to the edge - such as cleaning signage,
adjusting CCTV cameras or replacing lights. Much more sensible to stick
the trains up the tunnels out of the way.
--
Paul C


Admits to working for London Underground!

On Sun, 07 Jan 2007 19:58:17 +0000, Stimpy
wrote:

On 7/1/07 19:18, "Paul Terry" wrote:

But their main purpose, certainly at Brixton (where the over-run tunnels
are 1200 feet in length) is to provide over-night stabling for trains so
that the service can begin with a reasonably frequent service in the
early morning without having to wait for trains to make their way from
the Northumberland Park depot.

JOOI, why can't they stable trains overnight in the Brixton platforms?

The over-run tunnels will increase the potential stabling capacity
from two trains to four but if a train is left in the platform then
that platform would not be available for reversing any trains (or, if
both platforms, that end of the line), which could include night-time
engineering trains.

In article , stimpy1997uk@yahoo
com (Stimpy) wrote:

On 7/1/07 19:18, "Paul Terry" wrote:

But their main purpose, certainly at Brixton (where the over-run
tunnels are 1200 feet in length) is to provide over-night stabling
for trains so that the service can begin with a reasonably frequent
service in the early morning without having to wait for trains to
make their way from the Northumberland Park depot.

JOOI, why can't they stable trains overnight in the Brixton
platforms?

Don't they do that as well?

--
Colin Rosenstiel

On Sun, 7 Jan 2007 19:18:30 +0000, Paul Terry wrote:

I find it confusing! Can someone please explain it to me in
laymans terms.

The line continues beyond the platform ends at both terminii for two
reasons. During normal service hours they provide an over-run so that if
for any reason the normal stopping and safety procedures fail, trains
don't immediately run into a solid wall.

I assume it also obviates the need for TETS (aka Moorgate control),
which would require trains to slow to 10mph on approach to the
platform.

This saves time - particularly important on the Vic with its very
tight turnarounds, which include stepping back.

(Explanations of TETS and stepping back shouldn't be hard to find with
a quick search.)

In article , invalid@invalid
invalid (asdf) wrote:

On Sun, 7 Jan 2007 19:18:30 +0000, Paul Terry wrote:

I find it confusing! Can someone please explain it to me in
laymans terms.

The line continues beyond the platform ends at both terminii for
two reasons. During normal service hours they provide an over-run
so that if for any reason the normal stopping and safety
procedures fail, trains don't immediately run into a solid wall.

I assume it also obviates the need for TETS (aka Moorgate control),
which would require trains to slow to 10mph on approach to the
platform.

This saves time - particularly important on the Vic with its very
tight turnarounds, which include stepping back.

(Explanations of TETS and stepping back shouldn't be hard to find
with a quick search.)

Although Moorgate control was unheard of when the Victoria Line was
designed.

--
Colin Rosenstiel

Charles Ellson wrote:
On Sun, 07 Jan 2007 19:58:17 +0000, Stimpy
wrote:

On 7/1/07 19:18, "Paul Terry" wrote:

But their main purpose, certainly at Brixton (where the over-run tunnels
are 1200 feet in length) is to provide over-night stabling for trains so
that the service can begin with a reasonably frequent service in the
early morning without having to wait for trains to make their way from
the Northumberland Park depot.

JOOI, why can't they stable trains overnight in the Brixton platforms?

The over-run tunnels will increase the potential stabling capacity
from two trains to four but if a train is left in the platform then
that platform would not be available for reversing any trains (or, if
both platforms, that end of the line), which could include night-time
engineering trains.


And they would have to be the first trains into service, although that
probably isn't a problem.

In the last couple of years, the whole of the central section was
closed due to a problem at the bottom end and, being sure that there
are also two sidings at Victoria, I asked why they couldn't turn round
at Victoria. An LU person told me that they couldn't turn round at
Victoria any more.

Could this be true? As far as I know there are still two sidings there
as well.

I had an idea that they stabled trains in the platforms at Elephant and
Castle on the Bakerloo, which has a similar layout, but I note from
Quail that there are sidings there as well which, unlike those at
Brixton, are connected to each other.

On 7 Jan 2007 16:24:57 -0800, "MIG"
wrote:


Charles Ellson wrote:
On Sun, 07 Jan 2007 19:58:17 +0000, Stimpy
wrote:

On 7/1/07 19:18, "Paul Terry" wrote:

But their main purpose, certainly at Brixton (where the over-run tunnels
are 1200 feet in length) is to provide over-night stabling for trains so
that the service can begin with a reasonably frequent service in the
early morning without having to wait for trains to make their way from
the Northumberland Park depot.

JOOI, why can't they stable trains overnight in the Brixton platforms?

The over-run tunnels will increase the potential stabling capacity
from two trains to four but if a train is left in the platform then
that platform would not be available for reversing any trains (or, if
both platforms, that end of the line), which could include night-time
engineering trains.


And they would have to be the first trains into service, although that
probably isn't a problem.

In the last couple of years, the whole of the central section was
closed due to a problem at the bottom end and, being sure that there
are also two sidings at Victoria, I asked why they couldn't turn round
at Victoria. An LU person told me that they couldn't turn round at
Victoria any more.

Could this be true? As far as I know there are still two sidings there
as well.

I had an idea that they stabled trains in the platforms at Elephant and
Castle on the Bakerloo, which has a similar layout, but I note from
Quail that there are sidings there as well which, unlike those at
Brixton, are connected to each other.

IIRC the night-time runaway at Queens Park a few years ago had been
stabled in the platform.

"MIG" wrote in message
oups.com...

In the last couple of years, the whole of the central section was
closed due to a problem at the bottom end and, being sure that there
are also two sidings at Victoria, I asked why they couldn't turn round
at Victoria.

This got me thinking literally, "are there any depots or
strategically-placed triangular junctions at which a train could be turned
right round?"

LU trains are not, as far as I know, biased to be driven from one end or the
other, but I could see circumstances such as the Circle Line where it could
be an advantage to turn a train to even out wear on the wheels.

--
Brian

"Brian Watson" wrote

This got me thinking literally, "are there any depots or
strategically-placed triangular junctions at which a train could be turned
right round?"

LU trains are not, as far as I know, biased to be driven from one end or
the
other, but I could see circumstances such as the Circle Line where it
could
be an advantage to turn a train to even out wear on the wheels.

The surface lines have triangular junctions at Earls Court and Aldgate, as
well as Moor Park/ Rickmansworth/Croxley. The Northern Line has a reversing
loop at Kennington. Piccadilly Line reverse by running around the loop at
Heathrow. Central Line can turn by running right round the Hainault Loop.

Peter

Brian Watson wrote:

This got me thinking literally, "are there any depots or
strategically-placed triangular junctions at which a train could be
turned right round?"

LU trains are not, as far as I know, biased to be driven from one end
or the other,

But you can't necessarily couple the north end of one train to the south end
of another identical train, unless the original trains were facing the same
way as each other.

but I could see circumstances such as the Circle Line
where it could be an advantage to turn a train to even out wear on
the wheels.

There are no such facilities in depots. The two obvious triangular junctions
which can turn a train are visible on the tube map near Gloucester Road and
Aldgate. There is a non-obvious one linking Moor Park, Croxley and
Rickmansworth. The two obvious loops for turning trains are shown on the map
at Heathrow and Leytonstone-Hainault-Woodford, and the non-obvious one is at
Kennington, allowing trains from Goodge Street to head back to Goodge Street
without reversing. Trains cannot be turned on the Bakerloo, Victoria,
Jubilee, or East London Line without a significant trip on another line, and
trains cannot be turned on the Waterloo & City without being lifted by
crane.