To do:

* edit local info
* edit Help


Omitted:

On Circle line: crossover + shunt signals EE206, ED14

Manual control of points
Show point nos

* multi-home signals:

31B signal works with 31a. It is used to run around trains in platform 3 or 4. I note on the diagram 31a signal is not included. Once a train get passed 31a signal no release can be obtained on 31 (1) route or the (2) route to divert the train should a train not be moving from platform ahead should the same route be selected. Also with a train standing at 31(2) you cannot route a train from EC 13 to platform 3. Also with 36 signal clear from High Street 31a(1) will not clear until the train is berthed in platform 4. You can re-route a train at 31a into platform 3 once it is berthed at 31b.

Needed: point lever numbers for other than EC
	pictures of buttons for WB, WC 

Funny signals:

ED171 controlled by levers 171 & 172

ED173 is a subsidiary of ED174
WB28 (to Lillie Br) is subsidiary of WB7

WB5 used for both WB5 and WB6
WB1 controlled by levers WB1 and WB2

Station Numbers

1 Earls Court
2 Olympia
3 West Ken
4 West Brompton
5 High St Ken
6 Glouc. Rd

Panels
						Lever No. Prefix
EC Earl's Court 					1
WB West Ken/Olympia					2
WC West Ken/Barons Court			3
ED High St Ken						5
EE Gloucester Rd					6
ED Triangle Sdgs					7
		[Auto sigs					9 ]

Signal EF265 (South Kensington) works automatically to route trains to right platform at Gloucester Rd.

Train lengths

Type C: ave car length 15.5m, 6 cars, 93m (1969)
Type D: ave car length 18.2m, 6 cars, 109m

Dwell times: 20 secs off peak, 30 secs peak
Time from entering platform to stop = 19 secs (for Central line 1992 stock)
Time from start to clear of platform = 18 secs (do)
Overlaps about 400ft (outer home) or 320 ft (max 30mph)

Accel: 4.8 - 6.5 km/h/sec (3.0 - 4.0 mph/sec) comfort range
Rate of change of accel: max 2.75 m/sec^2 (9ft/sec^2)
Deccel similar but emergency deccel = 4.0 mph/sec
(source John Glover, "Principles of London Underground Operations", Ian Allan 2000).


Panel buttons layout:
WB West Kensington
WC Barons Court


All the facts and figures are taken from our current Working Time Table - WTT130 - which came into effect on the 28 September 2003 and remains valid at the time I compile this.

West Kensington:

Just in front of the train standing in the eastbound platform, but out of shot, are a set of points which allow trains to enter and depart Lillie Bridge depot.  It is also possible to reverse trains from east to west at this location, though the move is a little different from the usual routine. The train would first move forward past the normal station starter (WB34 on the diagram) - this is so that the rear of the train is clear of the pointwork at the west end of the platform.  The driver then changes ends and a wrong road station starter (WC9 on the diagram) then clears to allow the train to proceed west.

High St Ken:

In addition to the through roads there are two bay platforms, platforms 3 and 4, which are used as routine reversing points by the District Line. 

Platform 3, during the hours of the service, is most frequently used by the D Stock trains operating the High Street Kensington to Olympia shuttle service. As it is adjacent to platform 2, through which trains will pass on their way towards Edgware Road and Baker Street, it is an easy cross platform transfer for passengers wishing to continue their journey in that direction.

Platform 4 is used extensively at the start and towards the finish of traffic by both D and C Stock trains.  There are a number of booked D Stock trains in the morning which depart from Ealing Common Depot and then reverse at High Street Kensington to all of the westbound destinations.  These use this platform extensively, as well as platform 3. C Stock trains coming into service from Triangle sidings also reverse here to go back via Earls Court to Wimbledon. For those familiar with the line, C Stocks no longer routinely go to Olympia - these timetabled moves came to an end with the introduction of the timetable in September 2002.

Similarly towards the end of traffic there are booked moves for trains either returning to Ealing Broadway to stable in Ealing Common Depot in the case of D Stock trains or, in the case of C Stock trains which are destined for Triangle sidings.

During the day however, this spare platform is used frequently for non-timetabled moves. There are a number of scenarios for this.  

In the case of a service difficulties through the city the Controller may decide to thin out the service, rather than have the option of a large volume of trains becoming stalled in tunnels - something that is avoided if at all possible.  Generally (though not exclusively) it will be trains booked to go to Tower Hill that will be diverted in this way; they will then remain at High Street Kensington until they are slotted back into the westbound service at Earls Court at a time as close as possible to their scheduled time and then resume their normal working. There are occasions however (for example if the westbound service is disrupted) that the Controller will instruct trains to run early and may divert them from their booked destination to keep a service operating to all destinations.

Similarly, should there be problems between High Street Kensington and Edgware Road or if trains from Wimbledon are running late as a result of problems on the Wimbledon branch, C Stock trains are also reversed here - again the intention is usually for them to be slotted back into the service at their right times, though again on occasions the Controller will instruct trains to run early and possibly be diverted as described above.  Although unusual to see C Stock trains heading to Ealing Broadway or Richmond it does happen in such cases.

Another example of the unscheduled use of platform is that, should a train be due for driver changeover and no relieving driver is available, the driver may be instructed to stable the train there. This is usually only done when it is known that a driver will be available within a reasonably short period of time, and it usually D Stocks that are left there - C Stocks would normally be put away in Triangle sidings - obviously a train left there for a protracted period reduces the flexibility that this platform offers.  If a D Stock is likely to be out of service for a more extended period it would be stabled on the sidings at Parsons Green.

Why not put a D Stock into Triangle sidings, perhaps you wonder. The answer is that they dont fit - theyre too long!  For the same reason D Stock trains cannot use the bay road platform at Putney Bridge, but (hopefully) well look at this area on another page.


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