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

wrote in message
ups.com...

4sub wrote:
"Raymond Kirk" wrote in message
...
At Brixton and Walthamstow Central stations there are no buffers, but
the
track appears to wander into the distance.
At brixton there appears to be a curve.

Where do these tracks go?
How long is the length of the exess at Brixton and Walthamstow?


Have a butchers 'ere

http://www.trainweb.org/tubeprune/

Interesting site. This section should help the OP.

http://www.trainweb.org/tubeprune/vi...20diagrams.htm

--
gordon

"Raymond Kirk" wrote in message
...
thanks for that. I find it confusing! Can someone please explain it to me
in laymans terms.

wrote in message
ups.com...

4sub wrote:
"Raymond Kirk" wrote in message
...
At Brixton and Walthamstow Central stations there are no buffers, but
the
track appears to wander into the distance.
At brixton there appears to be a curve.

Where do these tracks go?
How long is the length of the exess at Brixton and Walthamstow?


Have a butchers 'ere

http://www.trainweb.org/tubeprune/

Interesting site. This section should help the OP.

http://www.trainweb.org/tubeprune/vi...20diagrams.htm

--
gordon

It would appear that there is space to stable a train in both roads at both
ends of the line and the pit road could enable a fitter to work under a
train as well.

On Sun, 7 Jan 2007 14:17:54 -0000, "Raymond Kirk"
wrote:

wrote in message
Interesting site. This section should help the OP.

http://www.trainweb.org/tubeprune/vi...20diagrams.htm

--
gordon


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

In essence there are lengths of track that run on beyond the normal ends
of the platforms at both Brixton and Walthamstow. There are protective
signals / switch points to stop a train in the overrun tunnels reaching
the normal platform areas.

Where it says "pit" then there is a sunken area under the rails which
would allow access for a train technician / fitter to the underside of
the trains.

At Walthamstow the tunnels run for a considerable distance - I
understand that they almost reach to Wood Street station but I don't
know how close to the surface they reach or whether the remain at the
same depth as at Walthamstow Central. I don't know how far they go
beyond Brixton station.

I think the telephone symbols indicate the existence of a signal post
telephone which the driver could use to speak to the line controller.

There certainly used to be a scheduled move into and out of the tunnels
at Walthamstow as I used to catch a train that came out of the overrun.
It was novel watching people's faces when a train arrived from a
completely unexpected direction. If trains become defective but can
still be moved then sometimes they will be shoved into the overrun
tunnel until such time as it is easier and less disruptive to take the
train back to Seven Sisters to get into Northumberland Park depot. I
understand engineer's trains have been parked in Victoria and Brixton
sidings in recent days.
--
Paul C


Admits to working for London Underground!

In article , Paul Corfield
writes
At Walthamstow the tunnels run for a considerable distance - I
understand that they almost reach to Wood Street station but I don't
know how close to the surface they reach or whether the remain at the
same depth as at Walthamstow Central. I don't know how far they go
beyond Brixton station.

Using the standard "km from Ongar" scale:

Walthamstow station 27.33
Walthamstow tunnel end 26.98

Brixton station 48.61
Brixton tunnel end 49.02

The station locations will be the midpoint of the platforms, so assuming
a station length of 140m, that gives tunnel lengths of 280m and 360m.

--
Clive D.W. Feather | Home:
Tel: +44 20 8495 6138 (work) | Web: http://www.davros.org
Fax: +44 870 051 9937 | Work:
Please reply to the Reply-To address, which is:

In message , Raymond Kirk
writes

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.

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.
--
Paul Terry

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?

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.

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.