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Victoria line Terminal stations
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? |
Victoria line Terminal stations
"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/ |
Victoria line Terminal stations
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 |
Victoria line Terminal stations
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 |
Victoria line Terminal stations
"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. |
Victoria line Terminal stations
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! |
Victoria line Terminal stations
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 |
Victoria line Terminal stations
Raymond Kirk wrote: 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? The final "Badger Railtours" trip we ran a few years back ("The darker side of touring") ran into the tunnels at both ends as well as many zany crossovers, the depot at Northumbeland Park and the reversing sidings at Kings Cross and Victoria. I believe that the BLS or someone similar did one also ? Fat Richard |
Victoria line Terminal stations
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? |
Victoria line Terminal stations
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! |
Victoria line Terminal stations
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. |
Victoria line Terminal stations
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 |
Victoria line Terminal stations
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.) |
Victoria line Terminal stations
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 |
Victoria line Terminal stations
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. |
Victoria line Terminal stations
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. |
Victoria line Terminal stations
"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 |
Victoria line Terminal stations
"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 |
Victoria line Terminal stations
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. |
Victoria line Terminal stations
John Rowland wrote: 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. I think more of it tends to be able to couple both ways nowadays. The C stock on Hammersmith, Circle and Edgware Road lines always could, for obvious reasons. The A stock on the Metropolitan could as well (although now many units only have the driving equipment at one end), for less obvious reasons. I suppose because of Watford. The CO/CP/COP stock could only couple one way, and did sometimes run on the Circle till C stock took over the Edgware Road branch. They managed to get it back to the District Line facing the right way. The Northern Line stock could only couple in one direction but, because of Kennington, half the units could never couple to the other half. They seemed to cope somehow. The same on the Picadilly after Terminal 4 was opened. I remember the 1962 stock on the Central always facing the right way for years, despite the obvious loop. Maybe anything that went in the depot from the Grange Hill end always left that way, but then one year in the 1980s or so they seemed to stop bothering and it ended up fairly random. Given that all BR and some Underground stock had universal couplers, I never understood by the Underground gave itself the problem of couplings that had to face the right way. 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's no dedicated stock for the Circle anyway. Also, even on a non-circular line like the Central, that would mean that the north side got more worn out, because of the way it bends and so on. I wonder if it's really a problem? 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. |
Victoria line Terminal stations
"MIG" wrote They seemed to cope somehow. The same on the Picadilly after Terminal 4 was opened. I remember the 1962 stock on the Central always facing the right way for years, despite the obvious loop. Maybe anything that went in the depot from the Grange Hill end always left that way, but then one year in the 1980s or so they seemed to stop bothering and it ended up fairly random. A few 3-car sets of Piccadilly stock were built with cabs at both ends, so thatb they could substitute for either half of a 6-car train formed of two unidirectional half-sets. A 3-car set was also needed for the Aldwych branch. For many years Woodford to Hainault was treated as a branch, with a service entirely separate from the main Central Line service. Trains from the Epping/Hainault - Ealing Broadway/West Ruislip service, if they went to Hainault depot, always went via Newbury Park. Woodford - Hainault was used for trials of the Victoria Line automatic operating system. Peter |
Victoria line Terminal stations
Peter Masson wrote: "MIG" wrote They seemed to cope somehow. The same on the Picadilly after Terminal 4 was opened. I remember the 1962 stock on the Central always facing the right way for years, despite the obvious loop. Maybe anything that went in the depot from the Grange Hill end always left that way, but then one year in the 1980s or so they seemed to stop bothering and it ended up fairly random. A few 3-car sets of Piccadilly stock were built with cabs at both ends, so thatb they could substitute for either half of a 6-car train formed of two unidirectional half-sets. A 3-car set was also needed for the Aldwych branch. For many years Woodford to Hainault was treated as a branch, with a service entirely separate from the main Central Line service. Trains from the Epping/Hainault - Ealing Broadway/West Ruislip service, if they went to Hainault depot, always went via Newbury Park. Woodford - Hainault was used for trials of the Victoria Line automatic operating system. Long before there were through trains to Woodford via Newbury Park and Hainault, there were always through peak services starting or ending at Grange Hill via Woodford. I've always assumed that the reason for this was that they went in and out of service at Hainault Depot at the Grange Hil end without all having to go via Newbury Park (Woodford and South Woodford probably had more punters than the rest of the line to Epping). |
Victoria line Terminal stations
In article . com, MIG
writes I think more of it tends to be able to couple both ways nowadays. The C stock on Hammersmith, Circle and Edgware Road lines always could, for obvious reasons. The A stock on the Metropolitan could as well (although now many units only have the driving equipment at one end), for less obvious reasons. I suppose because of Watford. Whether or not it can, the Metropolitan Line working timetables take care to keep trains the same way round. When a train stables at night at Rickmansworth after coming from Watford, the same train goes via Watford in the morning. [By "same train", I mean that if the former stables in siding 26N, then the first working from 26N will run via Watford.] There are also some "train turning" conditional paths, running Neasden-Watford-Ricky-Neasden (or the other way round). -- 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: |
Victoria line Terminal stations
On Mon, 8 Jan 2007 16:52:05 -0000, "Peter Masson"
wrote: "MIG" wrote They seemed to cope somehow. The same on the Picadilly after Terminal 4 was opened. I remember the 1962 stock on the Central always facing the right way for years, despite the obvious loop. Maybe anything that went in the depot from the Grange Hill end always left that way, but then one year in the 1980s or so they seemed to stop bothering and it ended up fairly random. A few 3-car sets of Piccadilly stock were built with cabs at both ends, so thatb they could substitute for either half of a 6-car train formed of two unidirectional half-sets. A 3-car set was also needed for the Aldwych branch. For many years Woodford to Hainault was treated as a branch, with a service entirely separate from the main Central Line service. Trains from the Epping/Hainault - Ealing Broadway/West Ruislip service, if they went to Hainault depot, always went via Newbury Park. Woodford - Hainault was used for trials of the Victoria Line automatic operating system. With modern LU stock it usually doesn't matter too much which way round they are while running but where the units are the "wrong way round" it can result in some (not all?) of them not matching pre-positioned equipment in workshops, forcing additional ECS workings to turn them; ISTR that (before "rusty-rail" movements were as common as nowadays) such workings were occasionally the trigger for points and track-circuit failures which paralysed services. |
Victoria line Terminal stations
Charles Ellson wrote:
With modern LU stock it usually doesn't matter too much which way round they are while running but where the units are the "wrong way round" it can result in some (not all?) of them not matching pre-positioned equipment in workshops, forcing additional ECS workings to turn them; ISTR that (before "rusty-rail" movements were as common as nowadays) such workings were occasionally the trigger for points and track-circuit failures which paralysed services. I'm surprised to hear that so called "rusty-rail" movements were less common in the past - it just sounds like fairly good common sense to me. Whilst I can see the 'bean-counters' potentially objecting to what they might see as frivolous manoeuvres, if said manourvres demonstrably improve operation and prevent failiures (or at least provide an early pointer to upcoming problems) then they can only be - and be seen to be - a good thing. |
Victoria line Terminal stations
On 8 Jan 2007 11:24:58 -0800, "Mizter T" wrote:
Charles Ellson wrote: With modern LU stock it usually doesn't matter too much which way round they are while running but where the units are the "wrong way round" it can result in some (not all?) of them not matching pre-positioned equipment in workshops, forcing additional ECS workings to turn them; ISTR that (before "rusty-rail" movements were as common as nowadays) such workings were occasionally the trigger for points and track-circuit failures which paralysed services. I'm surprised to hear that so called "rusty-rail" movements were less common in the past - it just sounds like fairly good common sense to me. Whilst I can see the 'bean-counters' potentially objecting to what they might see as frivolous manoeuvres, if said manourvres demonstrably improve operation and prevent failiures (or at least provide an early pointer to upcoming problems) then they can only be - and be seen to be - a good thing. ICBW but ISTR rusty rail movements as a deliberate precautionary policy being a 1970s introduction, quite possibly encouraged by the bean-counters. In many cases it merely involves ensuring that movements use all available routes through a particular area so is effectively "free" in those cases. |
Victoria line Terminal stations
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Victoria line Terminal stations
MIG wrote:
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. There are two sidings at Victoria and one at King's Cross. It's not uncommon for trains to terminate at the former and reverse, and I think (although I'd have to check the WTT) that there is one train a day scheduled to use both. Late evening if I recall correctly... Cheers Steve M |
Victoria line Terminal stations
MIG wrote: Also, even on a non-circular line like the Central, that would mean that the north side got more worn out, because of the way it bends and so on. I wonder if it's really a problem? Unbalanced wheel wear was seen as a potential problem for the Eurotunnel shuttles, which is why the turning loop at the French end has the opposite sense to the one at Folkestone. Whether that was based on actual evidence I don't know. Peter CS |
Victoria line Terminal stations
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: |
Victoria line Terminal stations
Steve M wrote: There are two sidings at Victoria and one at King's Cross. It's not uncommon for trains to terminate at the former and reverse, and I think (although I'd have to check the WTT) that there is one train a day scheduled to use both. Late evening if I recall correctly... On TfL's ETA site for the Victoria line I have seen a train destination of 'Walthamstow Sidings' - as opposed to 'Walthamstow Central' for a normal terminating train returning south. |
Victoria line Terminal stations
In message , at 08:45:18 on Mon,
8 Jan 2007, John Rowland remarked: trains cannot be turned on the Waterloo & City without being lifted by crane. Although there is (well, was 10 years ago) a turntable in the depot, but not big enough for a whole carriage. -- Roland Perry |
Victoria line Terminal stations
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Victoria line Terminal stations
In article ,
Colin Rosenstiel wrote: Although there is (well, was 10 years ago) a turntable in the depot, but not big enough for a whole carriage. What's the point of that, then? It's cheaper to leave a turntable that was big enough to turn previous stock around in place than rip it out? However, ISTR that it was removed during the closure... but you'd be foolish to rely on my memory. -- Shenanigans! Shenanigans! Best of 3! -- Flash |
Victoria line Terminal stations
"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. I don't know whether some variant of it still runs, but there used to be a train in the inner rail Circle service which stood for a while at Edgware Road after the evening peak then renumbered into the Hammersmith & City sequence, continued inner rail to Tower Hill and then ran via Aldgate East. I did not know how physical sets were allocated to train numbers so don't know if there was a pattern to ensure sets were turned or if they were chosen on a "need" basis by depot staff. Cheers, John |
Victoria line Terminal stations
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Victoria line Terminal stations
In message , Mike Bristow
writes In article , Colin Rosenstiel wrote: Although there is (well, was 10 years ago) a turntable in the depot, but not big enough for a whole carriage. What's the point of that, then? It's cheaper to leave a turntable that was big enough to turn previous stock around in place than rip it out? However, ISTR that it was removed during the closure... but you'd be foolish to rely on my memory. The turntable was a for coal wagons when the line had a coal fired power station, the wagons cam down on a separate lift. -- martyn dawe |
Victoria line Terminal stations
martyn dawe wrote:
.... Although there is (well, was 10 years ago) a turntable in the [W&C] depot, but not big enough for a whole carriage. What's the point of that, then? .... The turntable was a for coal wagons when the line had a coal fired power station, the wagons cam down on a separate lift. I can just just about believe you might need to turn coal wagons round, if the coal has to be tipped out of one end... but I can't believe said power station would need the coal to be delivered along the Drain! Have I missed something, or are you winding us up? Henry |
Victoria line Terminal stations
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