London Transport Museum

Today I arranged to go to the London Transport Museum with a friend of mine. I can thoroughly recommend it, by the way, it's a very pretty building and well worth a look. There's not an excessive amount to be seen, nor a huge amount of information, but it's good fun and it's very nice to see some old trains (including a 1938 stock train you can sit in) and buses, etc., many of which you can actually board.

So I arrived at ROV wanting to go via HAI (Hainault) and I was sure I didn't have any money on my Oyster card. Happily I was wrong about this, because there was a bit of a queue and the train was pulling in as I was checking if I had any money :P Fortunately I managed to hop on board, saving myself a 20 minute wait, and enjoyed a very pleasant trip round the loop on a lovely winter's morning. It was uneventful after that, apart from a brief wait at STR (Stratford) due to a handle down somewhere up the line and CHL (Chancery Lane) is closed. We changed at HOL (Holborn) for a Picc train one stop to Covent Garden, which is a lovely station, as I've mentioned before. It's nice inside and out to be honest, but it does suffer from having only lifts and a long fixed staircase to and from the platforms. This means a bit of a wait and a cramped journey to the platform (unless you're a much fitter man than I am and can be bothered to walk, that is :P). Nothing of note on the way back, changed at HOL and the next Central line train was for WOO via HAI. Which was nice :P

Also there's a new version of the tube map out, which I always look forward to, because I'm a geek. The main features are that Edgware Road (Bakerloo line) is open again and that Embankment is no longer shown on the Northern and Bakerloo lines. This is because trains on these lines are not stopping at Embankment between January and November next year while major work is carried out on the escalators.

Woo!

I'm on holiday for Christmas (the first thing which warrants a 'woo') so I'm not expecting to make many trips for a while. Nevertheless, today, one of my best friends came to visit and I accompanied her back to LIS (Liverpool Street). All was smooth on the way there and I had no problem getting back to WOO (Woodford), where the fun and games began. Woo. :P

The first thing I noticed was that there was a train in westbound platform 1 and I happened to notice that it was showing Waterloo as its destination :P Waterloo, of course, was not its destination and I imagine the T/Op was simply in the process of choosing the correct destination, because it was showing EAB (Ealing Broadway) by the time my train had departed up to EPP (Epping) and I could get a clear view at the back. Still, a nice novelty to see a train leaving from Westbound platform 1. Why this train was short-turned I don't know, but there was something afoot. There was a big gap in the eastbound service, with no train due east after the next one for about 10 minutes. There was also no HAI train. The Woodford via Hainault train which would usually reverse and become the HAI train eventually arrived, but it was sent through to RUG (Ruislip Gardens), where I imagine it stabled in Ruislip depot. Anyway, for us, there was still no HAI train. Eventually one arrived (whether from ROV or BUH (Buckhurst Hill) I don't know) but it was reversed off of platform 2, which was a nice change. This, I imagine, was done to speed things up, since there hadn't been a HAI train for so long. Why, though, the Woodford via Hainault was run through to RUG, I don't know; perhaps it was late running. Given there was a train in platform 1 when I arrived I can only assume there were some small delays. I might have thought all of this juggling around of the Hainault service was to leave 21 road clear (trains can only arrive at, and depart from, platform 1 via 21 road, which is also the siding normally used to reverse HAI trains), but the train had long since left platform 1, so I've really no idea what was happening. It would have made a nice change and been generally interesting were I not running a bit late. In the end, I got a lift off to visit my grandparents and I didn't even get the fun of going over the crossover :P

I want to ride it where I like...

Today, I managed perfect timing :P Got to ROV with just 2 minutes left to wait for the WOO train. Once at WOO, I noticed the RAT on its way up to EPP (Epping) and then I was soon on my way to LIS (Liverpool Street). At STR (Stratford) the T/Op (Train Operator) came over the PA to remind us:

"Bikes are not permitted on the Central line west of Stratford - please remove your bike. Once again, bikes are not permitted, please remove your bike."

I then noticed someone getting off with their bike in the carriage behind. I do believe they're not permitted in the tunnels because - at least in part - they could hinder an evacuation. I may be wrong, but either way, the Central line gets pretty busy west of STR and is not a good place for a bike, so I - for one - am rather in favour of this measure :P. We were also held for a short while in BEG (Bethnal Green) while a problem was checked; but we were soon on our way. On the way back, I noticed an out of service S7 heading westbound at Barbican and a Met line train (all stations to Uxbridge) in platform 3 at Moorgate. Apart from that nothing much else to say, I'm off to write an essay :(

Peace and Quiet

It took me a few attempts to get out of bed this morning and, when I finally did, half of my mind was on semaphore signalling (that's right - I am that cool). As a result I was a little late getting myself out of the house and I had to have a bit of a jog for the WOO train again. I was utterly wrecked, I have to say :P I do not like exercise :P At WOO I bumped into an old friend - WOO station really does seem to be the place for reunions these days! Anyway, consequently, I wasn't paying full attention, but I do remember that we were a little slow on the way out of LES (Leytonstone). No problems though :)

Nothing much to say about the journey home either. I went for dinner with some friends and ended up getting the Northern line from Leicester Square to the rather forlorn-looking TCR (Tottenham Court Road). TCR is an amazing station, the mosaics are wonderful:

The wonderful mosaics on one of the the Central line platforms at Tottenham Court Road. (Image courtesy "Sunil060902" (via Wikipedia))

But with the Crossrail works going on at the moment, it's looking a little woebegone.

Anyway, at TCR, I got an EPP (Epping) train to LES, where I changed for the WOO via HAI. I saw that it was 4 minutes behind when I got on the EPP at TCR (and, in fact, by BEG (Bethnal Green) it had caught us up and was only 2 minutes behind) and I wasn't sure if I would get to WOO in time to catch the HAI train and I didn't fancy a long wait in the cold, so I decided to get the WOO via HAI. A good choice, I think - I had the carriage to myself after HAI. Reminded me of the good old days when I went and explored the tube for the first time. Lovely journey, really. Got a chance to catch a train performing a shunt move around the HAI depot while we were waiting at GRH (Grange Hill) too :)

Afternoon tube

I had to take a trip to the doctor's this morning and, as a result, I didn't end up going to class; but I was meeting a friend, so I was still on the railways today - just not until the afternoon. Oh I do much prefer travelling a little later in the day. I had no problem getting to ROV early but not too early and, consequently, had a brief, pleasant (if nippy) 6 minute wait. I noticed that there was also a LES (Leytonstone) through train set to come through ROV 7 minutes after the WOO train. Not being on the through train, I was back in the cold at WOO (although I'd've had to get out into the cold at LES even if I had been intending to leave a little later). Still, no problem, I was soon on my way and made LIS (Liverpool Street) in good time, although - on the way - my NOR (Northolt) train became an EAB (Ealing Broadway) train. I'm guessing this was due to disruption on the Central line. I myself had no problems at all, but when I arrived at Euston Square, I noticed that it was part suspended LES - NEP (Newbury Park) (clockwise only) and there were minor delays everywhere else, I believe. This was due to a one under I'm afraid to report. There were also minor delays on the Met, although I can't quite recall why. When I arrived at LIS I was able to walk onto a Hammersmith & City line train to Hammersmith which seemed to have been there for some time, since passenger door operation was on. It was soon on its way, but we were very slow up to Barbican. I wondered if they were reversing a train at Moorgate. Well, to be precise, I think a train may have been leaving platform 3 or 4, delaying the westbound while this move (which has to be done at relatively low speed, so that the points are traversed safely) was carried out. Then, of course, you have another train in the mix, suddenly, which needs to get well on its way before the trains behind it can start getting up to speed again, so that they're all a safe distance apart. I dunno if that's true, though, but I did notice a Metropolitan line train due to terminate in Moorgate as we approached Barbican. In fact, I do believe it was held at a signal waiting for us to get out of the way before it could work into platform 3 or 4.

On the way home I ended up going from Russell Square, necessitating a wait for the lift and a cramped journey down to the platform. As we headed for STR (Stratford) we got the following more novel PA:

"I know it must be pretty cramped in the back two cars, but please try to avoid leaning on the doors; it'll make our journey into Stratford a lot easier"

:P We were then warned that there was some congestion around LES and that we might have a fairly stop-start journey there. We were slow on the way to STR but, after that, it was fine. I still managed to just miss the HAI train, though. We were stuck at the signal controlling entry to WOO on the eastbound waiting for it to leave without me :(

A Northern line excursion

A very foggy morning this morning and not an ideal one for TUT. I broke a glass on my way out of the house and by the time I'd cleared it all up I was very down on time. I did manage to get one of the last through trains which was going to WHC (White City), though. Nevertheless I ended up being quite late. Predictably, LIS was exceptionally busy but, again, the crowd cleared fast after a relatively empty Uxbridge train hoovered up most people and I was able to get a Circle line train to Hammersmith which took me to King's X.

After class I met a friend and we went to Elephant & Castle, enabling me to sample the TBTC (Transmission Based Train Control, a form of ATO (Automatic Train Operation)) between King's Cross St. Pancras and Angel. The system went live between Highgate/Chalk Farm and Angel/Euston (Charing Cross branch) on 27/10. It was, of course, already live between High Barnet/Mill Hill East and Highgate (the first section to go live "NMA 1" was High Barnet - West Finchley and the second "NMA 2" was West Finchley/Mill Hill East - Highgate. Highgate/Chalk Farm to Angel/Euston (Charing Cross branch) is "NMA 3"). I'd already experienced it north of Highgate (and hadn't been impressed) but I was glad of the opportunity to see what it's like at this later stage in the roll-out. It was, as predicted, a short journey consisting of constant switching between power on and power off, power on and power off, power on and power off. Not especially comfortable and noisy, too. We were also on a refurbished 1995 stock train which is, visually, very pleasant, with its dark blue surroundings. The seats are much much harder, though, which I can't say I'm a massive fan of either. Initially the Jubilee line suffered from an equally noticeable effect, but in my subjective and limited experience it seems to have gotten better. I really hope they get it ironed out soon. Out of interest, the next section to go live ("NMA 4") is Angel/Euston (Charing Cross branch) - Oval, then ("NMA 5") Oval - Morden and, finally ("NMA 6"), Chalk Farm to Edgware.

In spite of this, I do like the Bank branch of the Northern line and it was a nice journey (particular when the train was being manually driven). Elephant & Castle is, I think, lovely, with some wonderful tiling and a nice old-fashioned roundel:

The distinctive tiles and roundel of Elephant & Castle's Northern line platforms. (Image courtesy Phillip Perry (via Wikipedia))

Nothing very exciting on the way back, except that I came home via HAI (Hainault) (where I had quite the wait) since I wanted to see my friend off at her stop. Also, I happened to notice on the way back northbound up the Northern line to Bank that the T/Op was opening his cab door and physically looking out on the platform when opening and closing the doors. Now, I know the 1995 stock has in-cab CCTV for this purpose (checking nobody's caught in the doors, nobody's fallen down the gap, that sort of thing - making sure everyone's safe) so I guess they were broken? In that case you can have a look for yourself on straight platforms, but I do believe on any platform where you can't see all the way to the back of the train 'cause it's on a bend, you have to get the assistance of a member of staff.

Run

After a handful of hours' sleep I was up early this morning. Nevertheless, I managed to get myself out of the house in good time and I was confident I would make the earlier train (the 08:54) to WOO. However, as I was walking towards ROV I saw the thing heading over the bridge over the road just outside the station. Usually this means I'm gonna be out of luck, because I still have to cross a busy road and then I have a couple of minutes' walk, at least, to the entrance, over the bridge and onto the platform. As I waited, frustratedly, to cross said road I also saw the HAI train heading over the bridge, so I'd pretty much given up hope of getting a train from ROV for a good twenty minutes and was thinking of going to BUH (Buckhurst Hill) - which - I thought - would at least give me something to write about, and it was a nice morning for a walk. However, as I neared ROV, I heard the train from BUH heading over WOO junction, which meant that the WOO train was still in the platform at ROV. Getting a move on, I saw that it was still sat there and hastened over the bridge, touched in and rushed onto the train as I saw the signal go white. I would have felt "like a boss" if I hadn't felt so exhausted :P

At WOO I happened to run into the mum of an old school friend, so I wasn't paying that much attention on the way into LIS, but I noticed that we were held in the platform at MIE (Mile End) for a short while, due to a problem up the road at HOL (Holborn) (problem with a train, I think). Also at MIE (again) there were a few heated words exchanged after someone (not that unreasonably, as there wasn't much room at all, but with ill courtesy) refused to move up the carriage. Honestly. I also noticed that the working lights had been left on in the tunnels between Moorgate and Farringdon - never a good thing in my view, makes a horrible addition to the journey.

All very smooth on the way back :)

Not in Service

Another nice winter's morning today. I saw the RAT trundling through WOO as I waited for my train into LIS and then, at SOW (South Woodford), I noticed that a train which was not in service was due shortly on the eastbound. As a result we were held short of LES (Leytonstone) at my old friend signal LES 5760. We had quite a bit of a wait because they were reversing this out of service train off of westbound platform 2. I saw it pass over the crossover ahead of us and head on its way to SNA (Snaresbrook):

A diagram of the track layout around Leytonstone showing the signal LES 5760 at which we were held, my train (in blue) and the out of service train (in brown) reversing off of WB2 (westbound platorfm 2) over the crossover, on its way to Snaresbrook.

I suppose they were taking it back to the depot at HAI (Hainault) via WOO. The reason for this is probably that, as you can see, the eastbound track towards WAN (Wanstead) can't be easily reached from WB1 or WB2 (you have to continue on the westbound and reverse it into EB3, holding up the westbound and eastbound. So, any failure that happens between NEP (Newbury Park) and LES on the westbound usually requires you to get the train back to the depot via WOO.

I don't, of course, know what the matter was, but it was being driven back manually. As a (hopefully) interesting aside, the Central line is generally operated by ATO (Automatic Train Operation). The system is not fantastically advanced, but there's a little bit to it, so I won't go into too much detail. Suffice it to say that the line is divided into sections called "blocks". (This is actually true on conventional, manually operated lines, where each block is controlled by a signal). On the Central line (as with most railways, particularly passenger railways) no more than one train can occupy a block at any one time. This is called "non-permissive block signalling" and the idea is that trains are kept a safe distance apart by this method. If a train is already in the block ahead, the following train will not be able to enter that block. On manually operated railways there will be a red (or "danger") signal, which will not clear until the train ahead has left the block (usually there is actually an overlap for safety reasons - the train needs to be a little way into the next block, to allow the following train to stop short of it if the first train breaks down or something like that). The reason for all of this is that the signals act like the driver's eyes. It's often said that signals are like the traffic lights of the railways. In some cases, such as at junctions, this is quite true. In reality, though, the signals are also there to keep trains apart. The point is that a train cannot swerve, nor can it stop very quickly at all. Therefore, one cannot rely on the drivers of trains to keep them apart, because, at full line speed, if you can see a train that has stopped ahead of you, it will probably be too late, you're going to hit it. So, instead, the line is divided into blocks and signals keep the trains apart.

On the Central line, the principle is the same, but rather than using colour light signals, there is a piece of equipment at the start and end of each block which transmits codes to the train. Most blocks are marked by a "block marker board" (or "block section marker") which looks like this:

A block marker board. The TCR refers to the location of the block (TCR = Tottenham Court Road). A refers to the fact that it is an automatic signal controlled solely by the movement of trains and 4155 is its number. (Adapted from a diagram here: http://www.davros.org/rail/signalling/articles/central.html - a great source for more information about Central line ATO)

Some real block marker boards are clearly visible here at the sidings at WOO:

Woodford bay platform (westbound platform 1) with block marker boards clearly visible. (Image courtesy "Sunil060902" (via Wikipedia))

These codes are interpreted by the on-board computer, which responds as necessary. If there is a train ahead, the target speed will be stepped down gradually, so that the train stops comfortably short. Obviously this works in reverse. The target speed is stepped up gradually as the train ahead moves away, so that trains are always kept safely apart and always travelling as quickly as they can, within the limits of the technology at the time. The target speed obviously also changes to reflect any permanent speed restrictions on a given section of track. Thus the train can accelerate and decelerate as necessary, keeping a safe distance away from the train in front, keeping to the line speed limit and the ATO also takes care of stopping in the stations.

The blocks are quite close together, generally much closer than on manually driven railways, depending on how close you need trains to travel together. The closer trains are to each other, the more you can fit on the line, but the slower they can travel (because there's not as much room). They will also be placed around junctions, crossovers, sidings and the like and at platforms to control all of these. In general, at these critical locations (sc. junctions, crossovers, sidings, platforms, etc.), colour light signals are provided as well. These are for trains which are being driven manually. They are generally three-aspect signals (although there are some with only two aspects) and may display red:

A Central line three-aspect signal displaying a red aspect

A photograph of an actual Central line three-aspect signal (located at Roding Valley) displaying a red aspect. (Taken from an image courtesy Mike Knell (via Wikipedia))

At which trains are required to stop. The code for the next block will be stop.

White:

A Central line three-aspect signal displaying a white aspect

A photograph of an actual Central line three-aspect signal (located at Leyton) displaying a white aspect. This image is reproduced here by kind permission of the copyright holder - "Flickr" user "bowroaduk". © All rights reserved by bowroaduk. "bowroaduk" is not affiliated in any way with this blog and has played no part in the production of this post. Their kind permission to use this image does not imply any endorsement of the content of this blog. This image has been cropped from the original image available here. Any requests to re-use this image must be addressed to "bowroaduk"

Which indicates that the next block is clear, the target speed is anything other than stop and the speed limit in the next block is anything other than stop. Thus trains which are being driven automatically can proceed, as can trains being driven in "coded manual" (or "coded", more on this later). Trains being driven in restricted manual (or RM, more on this later, too) cannot.


And green:

A Central line three-aspect signal displaying a green aspect

A photograph of an actual Central line three-aspect signal (located at Perivale) displaying a green aspect. This image has been cropped from an excellent image courtesy of "Flickr" user "R/DV/RS" and the original may be viewed here. The license applying to the use of this image may be viewed here.

 Which indicates that the track up to the next colour light signal is clear and all trains may proceed.

Although the signals are present - and some of them are semi-automatic and are controlled by a signalman - codes are still transmitted to the train just like normal, although the equipment works slightly differently at points and crossings. As we have seen elsewhere in this blog, the Central line also has special junction signals and shunt signals as well.

So, when the train is in Auto, the on-board computer responds to the codes received from the track-side equipment. The T/Op opens the doors and uses the CCTV in the cab to close them safely. The T/Op also operates the two start buttons, which gets the train on its way, when the starter signal is cleared. All other normal operation is taken care of by the on-board computer.

This isn't a rant about NoPO (OPO = One Person Operation) but I just wanna emphasise that there's a lot more to it than that implies. Apart from the safety role one is expected to fulfil by making sure that everyone gets on and off the train safely and the customer service role, the T/Op is also expected to fix any problems which might occur which are in their scope to fix and to be the competent authority in charge of the train and communicating with the control room.

Sometimes, though, it is necessary to drive the train "on the handle" in coded manual mode. In coded manual, the codes are still transmitted to the train, but - rather than being acted on by the computer - they are displayed on a screen for the T/Op to act on. The current speed is displayed as a green bar and the target speed as an orange bar beneath it. If the target speed changes, it will change on the screen. If it goes up, there will also be three chimes going up in pitch, if it goes down, there will be three chimes falling in pitch. If the T/Op doesn't take action in time an alarm will sound and the brakes will apply until the speed has dropped below the target speed, when control will be returned to the T/Op (this is ATP (Automatic Train Protection)).

You might wonder why this is necessary. Well, firstly, some failures can necessitate it. I remember my favourite blogger "aslefshrugged" once told the story of how a fault on his train had meant that it wouldn't travel faster than 40 kph (line speed reaches 65 kph) in auto, but he could achieve full line speed in coded and so drove in coded (full story: here). Also, auto doesn't like rain, as a brief perusal of "aslefshrugged"'s blog will inform you, and it tends to stop wherever it fancies once things get a bit wet, meaning that T/Ops are often forced to give up and drive the things themselves. Another reason is after heavy winds, if it's feared there might be an obstruction on the track, the first trains in the morning will often run in coded and the T/Ops to keep their eyes open for anything, which they can then stop short of and inform Wood Lane about. Also, if there's a disturbance, such as a fight, going on on a platform, T/Ops might be asked to pull in slowly in coded, so that they have a chance of stopping short of anyone who might end up on the track. T/Ops are also supposed to drive in coded east of Leytonstone and west of White City, I believe, on Sundays to keep in practice (most of this is in the open) and, at certain times of day, I do believe they're allowed to drive in coded in these sections if they want, but in the busy, dark tunnel sections, I think you're supposed to go in Auto unless you  have a reason not to. Since the train is still being driven on the basis of codes and ATP is operational, these trains can pass white signals.

Restricted manual is used where there's been a full ATO/ATP failure or if there's a substantial problem on a train (or in the depots, where there are no codes). In restricted manual the T/Op drives by sight in full manual mode. The train is limited to 18 kph and the motors cut out at 16 kph. All signals must be obeyed. Since there are no codes, white signals cannot be passed. This is because they indicate that the codes are clear, the next block is clear, but not the track to the next colour light signal. So, if colour light signals are all you have to go on, you can't guarantee that you won't come round a corner and see a train stopped ahead of you. Even at 16 kph, that's not gonna be a happy ending.

Anyway, a pretty whistle stop tour, but that's manual operation on the Central line in miniature. After that wait outside LES, it was pretty plain sailing and there wasn't much to report on the way back, either. The Hammersmith & City line did have delays on it between LIS and Barking by the time I got back to WOO, but I think I managed to avoid getting caught up in them.

Delays

When I got to ROV this morning there were severe delays on the Circle and Hammersmith & City lines and severe delays on the Met between Aldgate and Baker Street and between Harrow-on-the-Hill and Watford; minor delays on the rest of the line. This was due to an earlier signal failure at Moorgate. The sensible thing to do in this situation would, of course, be to head to Russell Square instead of Euston Square. I, however, am TUT and I didn't want to miss out on all the fun - especially not when I only had phonology to look forward to. When I got to LIS, though, I was able to walk straight onto a Hammersmith service (H&C) which took me to Euston Square very smoothly. By the time I had got there there were minor delays on the District line and on the Victoria line, but apparently the earlier problems had all been cleared up by then.

On the way back there were also delays. There were severe delays on both the Circle and Hammersmith & City lines between Hammersmith and Edgware road (minor delays on the rest of the two lines). This was all due to a signal failure at Hammersmith. There were also minor delays on my Central line (an obstruction on the track at EAA (East Acton) - presumably due to the heavy winds we've had today.) Happily, I was able to get onto a Met line train to Aldgate which got me to LIS quite happily. I noticed at Farringdon that the delays were having their effect and the departure board was showing "Terminates here" and, after that, (or perhaps before?) "Not in Service". I noticed up the road at Barbican a C stock showing Farringdon as its destination which was, presumably, going into the sidings. That much makes sense; but it was being tipped out there. I'm not entirely sure why - availability of staff, perhaps? I dunno, but it seems strange it didn't continue in service to Farringdon to be tipped out there. I wasn't paying that much attention, though, maybe there was a train already at Farringdon being tipped out there and one being tipped out at Barbican. That would make some sense, because it would mean that the second train that was tipped out at Barbican could run into the sidings without needing to be tipped out. So, rather than having a train pull into Farringdon, be tipped out and taken it into the sidings, then having another one arrive, needing to be tipped out, holding up the whole of the westbound service, you have one being tipped out at Farringdon and one being tipped out at Barbican at the same time, to keep things behind them running more smoothly.

Anyway, whatever the case, there was also a train out of service in platform 4 at Moorgate. The lights were off so it wasn't going anywhere soon. At LIS, though, apart from it being slightly busy, I didn't have any problems getting an EPP train out of central London. We were quite a bit slower than usual between MIE (Mile End) and STR (Stratford), with a number of stops and starts. Apart from that, though, we didn't have many problems. Bit of a wait at WOO was all, but I noticed the Westbound wasn't having a great night. The departure board was showing NOA (North Acton) Held and WHC (White City) 16 mins away. It kept chopping and changing - at one point it showed a train that was going to be short-turned at MAA (Marble Arch) - which would've been a nice change, but - in the end - I think it ended up as an EAB (Ealing Broadway) train. A train did, eventually, pull into WB2 probably after only 5 mins or so and everything seemed pretty much back on track after that, it definitely didn't take 16 mins for that WHC to turn up (if it did indeed go to WHC in the end, I think it did :P). No real problems for me, though, and I was home soon enough.

Rail rage

Happily, there was a strike yesterday :) I didn't quite manage to get through the reams of work I was hoping to get through; but the day off was more than welcome and I managed a bit. Today, though, it was back to class and, therefore, back to the railways. I, myself, was quite happy to be on the Central line this morning, but a couple of my fellow travelers who got on at MIE (Mile End) were not so happy. Presumably there'd been a bit of pushing, one of them shouted out "don't push me!" there was an angry retaliation and, ultimately, a minor shouting match. In the end, happily, nothing came of it - just a bit of "commuter rage"; but, still, it's not want anyone needs in the morning. *Sigh*. Still, I'm glad they didn't start fighting in a packed tube train, in the long-ish tunnel between MIE and BEG - when they started with "what you gonna do?" I was a little concerned. I was wondering what the best course of action would be. Obviously it's nice to think you'd be able to just calm them down with a few well-chosen words (I'd've had to shout, though, they were in a throng a little way away) but this doesn't always go to plan and I'm not exactly built like a man mountain. I think this'd be an occasion for the passenger emergency alarm, then the T/Op could alert the station staff and a few of them (and maybe the BTP) could attend, make sure they were taken off the train and calmed down. Still, London Underground are encouraging us not to use it if we can help it - if you're ill, you're supposed to just seek help at the next station. Maybe they'd prefer it if you go over to one of the help points at a station, but I imagine the train'd be on its way by then and you really need some prompt assistance.

Anyway, no action was required and I was safely onto a Met train at LIS heading to Uxbridge. The journey started well, it started well. A few seconds into the tunnel between Liverpool Street and Moorgate, though, we were stopped - quite hard, actually - outside Moorgate due to a problem on a train up the road at Barbican. There, indeed, we remained for a good few minutes, too. Yet again, I was late for Hindi :P Still, I think I woulda been late anyway - but less so!

 

Not much going on on the way back, just a nice, sunny winter's journey.

Variety is the spice of life

On Thursday I came over all diseased, so I wasn't able to write anything. Not that there was all that much to write about. Since I wasn't feeling very well, I decided to go to Russell Square - rather than Euston Square. At HOL (Holborn) I boarded an Oakwood train, which is fairly uncommon, although a few of them are timetabled, especially towards the end of the day, when they run straight into Cockfosters depot for the night. The train was actually held in the platform for a fair while, so I dunno if there was a problem, but we were on our way soon enough. The journey back was uneventful and I took Friday off, so there's not much else to add.

This morning, however, was much more interesting. I was actually running quite early (yes, even though I still have a bit of a cold - give the man a medal; anyway) and got the early WOO train from ROV. At WOO I was surprised to see the junction indicator pointing straight on, which meant that the train, having terminated, proceeded out of the station and stopped on the westbound mainline, not in the siding (21 road) (see: Woodford station  (specifically South Woodford via 21 road) for more details). A few minutes later and a WOO train (from SOW (South Woodford)) proceeded up 21 road and terminated in westbound platform 1. I ain't never seen that before, although it's not a huge rarity and it explains why 21 road was left clear (to allow access to platform 1, which can only be reached that way.) So that of course meant that the NOR train which arrived a minute later and which I took into LIS (Liverpool Street) had to go round the WOO train via 21 road. A nice novelty for me, there :P There was also an army of workers who made their way down onto the track, as I was waiting at WOO, from eastbound platform 3. Looked to me like they were doing work on the trees nearby, complementing the efforts of the RAT.

I also noticed a few people standing on the old, disused Thameslink platforms at Barbican on my journey to Euston Square on the H&C. What they were doing I don't know, there hasn't been a train calling there since March 2009 and there's work going on on the tracks leading to the platforms too (I think to do with Crossrail, but don't quote me on it :P). It might have been an exercise of some sort? I can't believe they were actually hoping to catch a train and I had thought the platforms were usually locked, so maybe it was that they were doing something?

On the way back there wasn't much to report. When I arrived at LIS, the first train was to EPP and the one behind was for WOO via HAI. In my experience, getting the EPP train to WOO would leave me waiting there in the cold and dark for 15 mins, so I took it as far as LES and changed for the WOO via HAI. I do believe I actually pulled into ROV just a touch earlier than the HAI train I would've got from WOO, so it was the right decision I think (and the warm one :P). While at LES, I noticed the train in westbound platform 1 headed on to LEY (Leyton) via the crossover (as shown):

The track layout around Leytonstone, showing in blue the route from WB1 (westbound platform 1)
westbound to Leyton via the crossover immediately outside WB1

 This is relatively uncommon, it is far more usual for the train to proceed past this crossover and merge with the track from WB2 as shown:

The track  layout around Leytonstone, showing in blue the usual route from WB1 westbound to Leyton

Why this was not done this evening I don't know, perhaps there was a signal or points failure? Or perhaps there was some less interesting reason, I don't know, but the second route is definitely the more common :P