The reason for moving Aldgate East station was not because of tight curves, but to move the eastern junction further east so that the distances between the three junctions were all long enough to accomodate a train. Thus a train could wait on the triangle for the junction ahead to clear without blocking the junction behind - so for example a westbound District train could wait for a Circle to clear the junction ahead without holding up a following H&C.
If you want to find out more about the Jack the Ripper case, do NOT go to the Jack the Ripper Museum. There are many problems with it, including many historical innacuracies. The best way to find out about the case is to watch Vlogging Through History's reaction to Lemino's video on the topic
I worked in the signal cabin there in 1961-1962 it was a busy cabin but not as busy as Edgware Road which I also worked. I had a great time working on the underground until management changes working conditions and that’s when morale plummeted and it was then my time to go.
Lots of fascinating detail, as usual. I assume that the flat junctions are the reason that the general frequencies on the Circle and H&C are very 10 minutes (though I note that in the peaks they manage slighly better than this). Do you think there would be room for an underpass for say the H&C westbound line under Aldgate station, descending steeply from Aldgate East and then ascending less steeply to join the Circle/Met lines nearer Liverpool Street station? Unlike the similar 'duck-under' beteen High-St Ken and Earl's Court, it would only avoid one flat junction, but might be better than nothing ...
It is not called Aldgate Junction. The northern junction is called Aldgate Junction, the eastern Aldgate East Junction, and the southern Minories Junction.
@@avglondonproductions9225 Might have been better to refer to them as something like "the Aldgate junctions" -- technically accurate but also hardly longer than the term you used.
@@avglondonproductions9225 If someone is going to watch a 10 minutes plus video about this place where the Metropolitan Railway and Metropolitan District Railway meet, I'm guessing that they are nerdy enough to want to know what the north-west, south-west and east junctions are actually called. 😀
08:22 That is not a "Police Post Box." That is a "Police Call Point" this simply a Police Phone Box, a smaller version of the larger "Tardis" boxes These smaller one just had a telephone inside a small locked box, with the normal blue lamp on top for the police operator to contact the beat constable. These where used in the days before personal radios.
Group of us went to London back in 2019, 2 rail enthusiasts, 2 not so, one ambivalent. We were staying in Whitechapel and had an event in Kew one day so District line direct, easy, so on we all got. Except by the time we'd progressed much along the Circle/District joint line, the train turned in to a Circle Line so we had to change. Non-enthusiasts were not happy, and of course tried blaming us for getting on the wrong train in the first place, and evidence that trains were shit, both at the same time.
@@TheMusicalElitist because in the video a comment was made about how trains sometimes swap lines whilst they're in the Central "loop". I gave a specific example of when it happened to me. But there we go, never mind, nice to have met you. Love to the family x
For reference this isn't possible. Each line has its own drivers eg District line drivers only drive the District. A train wouldn't have swapped from the District line to the C&H at Whitechapel there is no crew depot there to facilitate this.
Too much rail traffic coming in from and going away to East London, District and Hammersmith & City, all using the same tracks. Trains on both lines to/from the east already have to stop at signals for sometimes extended periods. Technically no reason why the Met shouldn't continue to Tower Hill using the same tracks as the Circle but delays to the other services would increase. Not sure what you mean by railway roundabout but if you have used any services traversing this junction you will know that the 'triangle' referred to is not open space. The tracks thread through various substructures supporting buildings, roads and bridges. Do-able certainly but the cost benefit ratio wouldn't justify the expense
Because the line through Tower Hill is already running at full capacity. You could only run more trains on the south side of the District by reducing the District Line service or scrapping the Circle Line. Basically, you have to fit in four trains every 10 minutes on each arm (towards Barking, towards Victoria, and towards Baker Street). The present arrangement has 3 District and an H&C towards Barking, 3 District and a Circle towards Victoria, and 2 Met, a Circle and an H&C towards Baker Street. Change any of those and you need to change the others as well. For instance you could remove the Met from the equation and run equal numbers on each other line, but then you have too many going to Paddington via Kings Cross and not enough going to the western branches of the District.
Rather than building an underpass between the 2 stations, you could just extend all Hammersmith and City services to Upminster and cut some District services to Barking
![[MV] A leap of faith...ความเชื่อใจครั้งสุดท้าย (From "Petrichor the series")](http://i.ytimg.com/vi/U1piZH2CNXA/mqdefault.jpg)
The reason for moving Aldgate East station was not because of tight curves, but to move the eastern junction further east so that the distances between the three junctions were all long enough to accomodate a train. Thus a train could wait on the triangle for the junction ahead to clear without blocking the junction behind - so for example a westbound District train could wait for a Circle to clear the junction ahead without holding up a following H&C.
Your diagram truly show why Aldgate Jct. is such a fruitful source for delays.
If you want to find out more about the Jack the Ripper case, do NOT go to the Jack the Ripper Museum. There are many problems with it, including many historical innacuracies. The best way to find out about the case is to watch Vlogging Through History's reaction to Lemino's video on the topic
Agreed. As Jago Hazzard seems to intimate in one of his videos, the Jack the Ripper Museum is a total Rip Off.
I worked in the signal cabin there in 1961-1962 it was a busy cabin but not as busy as Edgware Road which I also worked.
I had a great time working on the underground until management changes working conditions and that’s when morale plummeted and it was then my time to go.
Nice video I like your presentation style.
First class graphics and illustrations and excellently explained!
I always found it curious, when heading for Aldgate East, to see Aldgate station as you passed it.
Lots of fascinating detail, as usual. I assume that the flat junctions are the reason that the general frequencies on the Circle and H&C are very 10 minutes (though I note that in the peaks they manage slighly better than this). Do you think there would be room for an underpass for say the H&C westbound line under Aldgate station, descending steeply from Aldgate East and then ascending less steeply to join the Circle/Met lines nearer Liverpool Street station? Unlike the similar 'duck-under' beteen High-St Ken and Earl's Court, it would only avoid one flat junction, but might be better than nothing ...
During Engineering Works, Hammersmith & City line trains can reverse off the Outer Circle platform.
It is not called Aldgate Junction. The northern junction is called Aldgate Junction, the eastern Aldgate East Junction, and the southern Minories Junction.
I know but for simplicity I'm classifying the entire junction as Aldgate Junction
@@avglondonproductions9225 Might have been better to refer to them as something like "the Aldgate junctions" -- technically accurate but also hardly longer than the term you used.
@@avglondonproductions9225 If someone is going to watch a 10 minutes plus video about this place where the Metropolitan Railway and Metropolitan District Railway meet, I'm guessing that they are nerdy enough to want to know what the north-west, south-west and east junctions are actually called. 😀
08:22 That is not a "Police Post Box." That is a "Police Call Point" this simply a Police Phone Box, a smaller version of the larger "Tardis" boxes These smaller one just had a telephone inside a small locked box, with the normal blue lamp on top for the police operator to contact the beat constable. These where used in the days before personal radios.
love this akshay 👍🏻
3:09 Well that's a fantastic bit of trivia about the H&C line.
Great video 👏🏽👏🏽
The first part certainly was. The bit about the Jack the Rip-off Museum, less so.
Group of us went to London back in 2019, 2 rail enthusiasts, 2 not so, one ambivalent. We were staying in Whitechapel and had an event in Kew one day so District line direct, easy, so on we all got. Except by the time we'd progressed much along the Circle/District joint line, the train turned in to a Circle Line so we had to change. Non-enthusiasts were not happy, and of course tried blaming us for getting on the wrong train in the first place, and evidence that trains were shit, both at the same time.
Ok? Not sure what the point of your story is….
@@TheMusicalElitist because in the video a comment was made about how trains sometimes swap lines whilst they're in the Central "loop". I gave a specific example of when it happened to me.
But there we go, never mind, nice to have met you.
Love to the family x
@@garethaethwyLOL your response is so good
For reference this isn't possible. Each line has its own drivers eg District line drivers only drive the District. A train wouldn't have swapped from the District line to the C&H at Whitechapel there is no crew depot there to facilitate this.
@@user-vz8yb3vd9m No, it swapped from District to Circle after passing Aldgate East.
This video would be a lot better if you cut out the advert for the scam Jack the Ripper museum.
Interesting video. And make sure you give credit to Carto Metro for their map.
why doesn't the metropolitan line continue to tower hill?
replace that junction with a rail roundabout.
Too much rail traffic coming in from and going away to East London, District and Hammersmith & City, all using the same tracks. Trains on both lines to/from the east already have to stop at signals for sometimes extended periods. Technically no reason why the Met shouldn't continue to Tower Hill using the same tracks as the Circle but delays to the other services would increase.
Not sure what you mean by railway roundabout but if you have used any services traversing this junction you will know that the 'triangle' referred to is not open space. The tracks thread through various substructures supporting buildings, roads and bridges. Do-able certainly but the cost benefit ratio wouldn't justify the expense
No such thing. Now be quiet.
Because the line through Tower Hill is already running at full capacity. You could only run more trains on the south side of the District by reducing the District Line service or scrapping the Circle Line.
Basically, you have to fit in four trains every 10 minutes on each arm (towards Barking, towards Victoria, and towards Baker Street). The present arrangement has 3 District and an H&C towards Barking, 3 District and a Circle towards Victoria, and 2 Met, a Circle and an H&C towards Baker Street. Change any of those and you need to change the others as well. For instance you could remove the Met from the equation and run equal numbers on each other line, but then you have too many going to Paddington via Kings Cross and not enough going to the western branches of the District.
I miss when the 40 used to go to Aldgate.
Rather than building an underpass between the 2 stations, you could just extend all Hammersmith and City services to Upminster and cut some District services to Barking