Search results

Indeed so.

I'm not sure what you're recalling, but essentially if a stop signal is equipped with a TPWS trainstop grid, then a TPWS-fitted train passing that signal at danger will receive an emergency brake application. Thus it would prevent (or mitigate against the effects of) whatever manner of collision...

As shown here at Wimbledon Park: https://www.flickr.com/photos/citytransportinfo/22918838131/

Albeit that will depend upon the train protection system installed for use by trains operating under lineside signalling. I'm not sure if this has been decided upon, but I would be surprised if TPWS grids were not being considered in lieu of trainstops, given that the primary (entire?) reason...

It is the same as TBTC on the Jub/Northern, i.e. the tripcocks remain in position and operative in the CBTC area. You can still be front tripped in the CBTC area and the train will EB regardless of driving mode. The latch relays simply relate to inhibition and enablement of tripcock driving...

2x A4 pages for a cover letter is very common for TfL, as the application will often consist of little else apart from a CV, a few screening questions, education/employment history and diversity questionnaire.

The CHT-owned 60TS has been robbed to keep the TRV pilot cars going. Supposedly the donor parts will be replaced with spent parts from the TRV (said parts will be refurbished first - allegedly). No suggestions it will ever run on LU infrastructure again though.

I believe the errant grinder was the one pictured in the original post. It is designated RGU for identification purposes and doesn't have an 'allocated traction number'.

The D Stock RATs have had a bit more done to them than a couple of sandite hoppers chucked in one of the trailers.

I gather all 29 are in scope but not the battery schomas.

Unless there are plans to retain legacy signalling from Rayners Lane to Harrow to Harrow North Junction then there is little scope for heritage ops between Harrow and Amersham (aside from anything originating from Network Rail), unless they would consider an overnight move on an ITMP and...

The actual wording is "...cut out any tripcocks and associated equipment (if necessary)." So my thinking is what actually makes it necessary, other than perhaps between Goldhawk Road and Hammersmith? Are they running with tripcocks cut out in the right direction as well? If so then I'm astounded.

Any idea why, as photos and other forum chatter seems to suggest, the trains are running with the leading (in direction of travel) tripcock cut out when running in the wrong direction, thus limiting the trains to 9mph instead of the 15mph (10mph over points) they could otherwise be doing? This...

If station skip is applied too late for an ATO train approaching the closed platform then it will still stop in the platform, but having also been advised by radio of the closure, the train operator would not open the doors, and depart when the starter clears.

Correct

Basically no different to TBTC except the PDP (Vic speak for TOD) displays things slightly differently (ironically, pretty much identical to 4LM CBTC). However, unlike TBTC, for a signal stop between stations there is always a wayside reference point to aim for, be it a block marker or colour...

Nor on the Victoria line, except under certain train-borne fault conditions, in which case ATP enforces a lower maximum speed (known as limited protected manual).

It's also not possible to replicate ATO performance as a much gentler braking curve is enforced by the ATP when driving in PM, so it's impossible to hit platforms in the same manner as ATO, for example. This is not the case on the other ATC lines.

They'd better update the line supplement then. :)

The rest: Jubilee, Wembley Park - Stanmore. Northern, West Finchley - High Barnet & Hendon Central - Edgware.