Thanks, Dale - it's good for "us lot" to see the unexpected and unplanned elements of your role. It certainly makes me appreciate how adaptable Train Operators need to be, each and every shift. Please keep 'em coming!
Thanks Dale for showing this changeover. Another side of a tube driver's role, most members of the public unaware of. I'm sure also that there were no alarms, because they knew it was you! Great little video. 😊 👍
Great video. Passed Northfields every day going to school in the 80s. Always wondered what the track view would be like from there. Amazing the same rolling stock is still running. It was nearly 10 years old back then!!😀
Thanks Dale for another great video. The videos where you come off the main lines and go into the sheds or sidings are my favourites. Always admired the pontwrk.
Pleasant; behind the scenes-esc / train maintenance related video; fun toilet story haha ! Anyone notice that crazy meteorite looking orange flying object at the middle to middle right of the videography; 5:20 to 5:30 ; Wild! Hopefully there will be more weather heavy train rides ; if that's even a thing; haven't gotten strict about finding it ; yet.
Ugh… I hate having to do that. With us in New York, the terminals and yards usually have dedicated Train Operators on standby for this kind of job. One would take the train from us while another brings out the replacement. but occasionally the road crew takes the train back ourselves and then we prep the replacement.
Love this video nice suprise. Love how visible the walkways are. When you prep the train what's required? Is it just a walk around make sure everything works? And they should have two different safe walking routes cuz that's just an accident waiting to happen.
So we check there is nothing hazardous like broken windows or seats. Check the barriers between the cars are in place. Then check MCBs and do a break test. Along with checking things like lights
@ Dale Charman Does London Underground do open days walk round Depot. Take photos & have a look about plus see maintenance stuff? Driver job look complicated lot to remember.
fascinating to watch just a quick question you have said you have not been into some sidings for a while do you need route knowledge for the moves and do you need it updating im not very good putting my question in writing but i hope you get the idea
I am surprised that you are not concerned about being 15 minutes late. I worked as a guard on the Piccadilly Line in the late 1960,s and the only time I was ever that late was during a "work to rule". Late running by more than a couple of minutes was rare in my experience and I had to submit a log with an explanation for this. I am also surprised that you are able to do what appears to be permanent late turns. We had to do alternate weeks of early and late shifts and could only swap duties within our shift.
I worked on the Bakerloo in the early eighties and you were jumped on if you had a one minute delay. If you were two minutes late, you had an area manager waiting for you on the platform.
will Northfields depot be getting ready for the new trains and how will the section of the Piccadilly line between Barons Court and Arnos Grove would be able to acomondate the new longer trains
Underground question - how do the doors open on the right hand side in most stations and the left hand side in others but you can still almost always walk from one platform to by walking in a straight line after getting off the train?
I can't find any sources one way or the other, but I believe some underground lines swap which line is on the left and right in a few places when underground.
They're hand points worked by the levers you can see alongside them. They are designed to be "pushed through". They're designed so that the train's wheels simply pushes them over to the desired position in the trailing direction. It used to be very common even out on the main line for trailing points to be pushed over by the train's wheels. You had loose points, spring points, sprung points all sorts with various functions. With a set of spring points for example a spring would push them one way. The train's wheels would push them aside and then the spring would push them back. You would have this arrangement if you wanted the points to normally be set to derail a runaway, for example down a gradient. So yes, completely fine, completely by design. Now if the points were for example worked by motor and were locked in both directions and a train came along and the points were set against the train then again the wheels would simply smash the points over and the train would keep going. However because the points were set and locked against the train it would cause a lot of damage to the points. That would be a "run through". That would be bad. That isn't the case here.
That was an interesting video Dale. Thank you. I think I have learned something but wanted to confirm with you. Where the back end of the train was in the shed and not connected to a power rail, you were mentioning things like the lights out and so on. (I guess flat batteries). Does this mean the front and back end - or to be precise, the end coaches have discreet power? Why don't they have power throughout the train and it is picked up where there is contact - so in the shed situation, the front and back of the train would be powered from the front coach attached to the power rail. I appreciate they are totally different systems but I have watched the TGVs in France which have a power car at each end. When they are departing a station, they have both pantographs up in contact with the overhead power cable. When they are running along at speed, they drop one of the pantographs, typically the leading power coach - in other words that whole train is powered from one connection.
Potentially both batteries and air reservoirs. Generally air compressors on EMUs are too big to be battery powered (especially for 1970s batteries); units with pantographs have a small battery-powered auxiliary compressor to raise the pantograph only; it doesn't operate any other air systems. I believe these 6-car sets were originally built as 3-car sets that could be coupled and decoupled in service, though they're now semi-permanently coupled 6-car sets. High power connections generally can't be reliably field connected or disconnected; only air and control lines. I don't believe these trains have continuous air pipes for either brakes or reservoir, but that's common on other rail systems, especially those that operate on the same track as locomotive-hauled trains with Westinghouse brakes, and may need to couple up to them to be dragged out in a failure. I'm not certain whether TGVs carry high voltage from one end of the train to the other, but those types of connection are usually quite intense; at best they're bolted-couplers as used in mining, and it's possible that they're one-time joints; to disconnect them, you cut away the insulation. These older trains use Motor-Alternators (the MA mentioned at 5:55) to get control and lighting power. Generally the line voltage supplies MA, compressor, and N traction motors; everything else is supplied from the MA set. The power that comes out of the MA set might not be standard UK mains power so might require a fairly substantial converter; it's not just plugging in a caravan lead. I'm kind-of surprised they would leave the train on battery power for any length of time; here in Wellington I've never seen a train with the pan down but the lights still on.
That platform at Northfields was where my son picked up his first train in service solo after passing out i went to watch him . Although im told its not that bigger deal as after so may weeks training you can't wait to ditch the instructor and get him out the cab . Do you remember your first solo run was you cool as a cucumber or nervous Dale ?
Some ends of points in LU depots are designed to be "trailed through" for converging moves (two routes merging into one), at a low speed - i.e. the switch rail is pushed over by the wheel flange of the leading wheelset - so I believe that's the case here.
Some ends of points in LU depots are designed to be "trailed through" for converging moves (two routes merging into one), at a low speed - i.e. the switch rail is pushed over by the wheel flange of the leading wheelset - so I believe that's the case here.
In many cases (increasingly many cases these days) it would matter and "running through" the points would cause a lot of damage. These points though are worked by the hand levers you can see next to them and are designed to be "pushed through". So yes, in this case, it does not matter if you're approaching these points from "behind" (if they're "trailing" to the movement)
Shore supply is usually much lower power than compressor and motor-alternator requirements, especially for old stock like this. Also, the motor-alternator might not deliver standard 50Hz power; the MA set runs on DC.
I know these are just videos and don't necessarily show everything, but with the back end being dead (especially to the point there's no tail lights) do you not have to have someone confirm it's all recovered before leaving the depot/the next station/whatever - I'm not on any kind of railway but aren't tail lights fairly important 😂
Some ends of points in LU depots are designed to be "trailed through" for converging moves (two routes merging into one), at a low speed - i.e. the switch rail is pushed over by the wheel flange of the leading wheelset - so I believe that's the case here.
@@principalsignal thank you for the explanation! That's very interesting. In many countries, mine included, switches in undergrounds or on big railways are not designed to work like that. Doing such moves is considered almost like a crime!
@cheekymescalito3249 I'm inclined to agree with that viewpoint for anything other than non-passenger moves. It was the case that, in a very few places on LU, there were "loose" points used for trailing passenger moves - one set at Camden Town on the Northern line comes to mind (there were others elsewhere, too), but those were converted to powered operation (with detection in signalling circuits) perhaps 15 years ago, prior to (and in readiness for) the long since completed resignalling of the line (TBTC). I'm not sure that any others remain elsewhere on the network - I certainly doubt it, but as it's a few years since I left LU, I'm not altogether certain.
@@principalsignal Of course here, as you say, we are still in Northfields Depot. The points are not controlled from a central location, they are hand points worked by levers at the points, which means that to move any individual point end means physically going to it and moving it over. In that case it is readily apparent why the use of spring toggle points makes so much sense. It means you only really need to set the facing points in a route and can leave the trailing points. This is not just found on the Underground but was once very very common in yards and depots on Network Rail as well. In recent years with centralised control even in depots (and new styles of hand points which are not suitable to be pushed through) this been phased out rather, so much so that a recent update to the Network Rail Rule Book's Shunting module became necessary which states "Except where it is specifically authorised in local instructions that trailing hand points are suitable to be pushed through, you must check that all points the movement will go over are correctly set for the movement." Until recently there was no general requirement to check the position of trailing points *whilst shunting* as it was quite typical for them to be able to be pushed through. As you know spring toggle, spring, sprung and completely loose points were also quite common out on the main line on LU. They were very common in fact. Hanger Lane Junction had a set which have recently been motorised, Rayners Lane had two sets, recently motorised, Harrow-on-the-Hill had a few sets which may all now have been motorised. As you say it is very fashionable to work them these days, but I don't really see why myself. Obviously it adds cost (the motors on the points, detection equipment, etc.) it gives you another point end to worry about when a passing a signal at danger, it creates a nice little opportunity for you to cause thousands of pounds worth of damage during degraded working, historically it may have required another lever in your locking frame and associated interlocking, and I can't really see why the fashion for it. Unworked trailing points which are designed to be trailed through work perfectly well. Obviously as the OP says if the trailing points are worked and they get run through, that would be a crime. That would be expensive and cause a lot of damage. So why work them if you don't need to? What it may do is make wrong direction movements and movements in possessions easier but I don't know too much about LU procedures. I know on LU they like to clip and scotch the route up even when simply passing a signal at danger. We would not do this on Network Rail, nor would we need to clip and scotch the route when making wrong-direction movements unless we had unworked points (and there it would make a big difference to us) but LU rules may be different. On Network Rail we have spring points too. Runaway catch points are usually unworked spring points, but they're rare nowadays as we don't really have to worry about unfitted freight wagons running down gradients anymore, if a train divides it should stop by itself so they've taken a lot of catch points out to save maintaining them and complicating wrong-direction moves and single line working. It's quite common for the trailing ends of points leading to goods loops and things to be spring points thus giving you a trap point which automatically resets itself. Also on RETB and other lines they have hydro-pneumatic points which are normally set for facing moves. In the trailing direction the train pushes them over and the stored hydraulic pressure pushes them back over and holds them firm. A point indicator is necessary to confirm the points are correctly fitting. However we would not have a set of trailing points at a junction like Hanger Lane Junction unworked as we would use the points lever for interlocking.
@@principalsignal PS I've just remembered one of the most interested ones (very possibly not unique) was the old 33 points at Uxbridge (the facing trap points as you come out of the Sidings towards the platforms). They were lifted with the recent remodelling but they used to be spring trailing power facing.
Are you going to be driving the new trains once they roll out? Be a nice change having a modern train over the old stock! We are getting new trains over here, but wont be on the lines I drive unfortunately.
Thanks, Dale - it's good for "us lot" to see the unexpected and unplanned elements of your role. It certainly makes me appreciate how adaptable Train Operators need to be, each and every shift. Please keep 'em coming!
Thanks Dale for showing this changeover. Another side of a tube driver's role, most members of the public unaware of. I'm sure also that there were no alarms, because they knew it was you! Great little video. 😊 👍
Very nice , the facilities are never easily found when your legs are crossed and your eyes are watering . 👍🏴
Hi dale a great little bonus video i really enjoyed that I was getting withdrawal symptoms while your away enjoy your trip
I hope that will keep you going while I am away
Hello Dale, this video was very great !
Great video. Passed Northfields every day going to school in the 80s. Always wondered what the track view would be like from there. Amazing the same rolling stock is still running. It was nearly 10 years old back then!!😀
I could honestly watch this for hours. It’s quite relaxing 😂 Keep it up Dale!
Great video, nice to see how you do some of these extra moves
Great to see a video of going in and out of Northfields depot and interesting to hear about the problems you sometimes have powering up a train.
lt is always interesting to see 'off the passenger rails' content, a nice pop-up for midweek!
Thanks, Dale, for an interesting video. So good to see interesting movements from the cab.
Excellent video Dale. Love watching the midweek bonus video get me ready for the main video. Keep on making them 👍
Brilliant video as always Dale. Plus a good view of the depot as well.
It may not be terribly exciting but it is fascinating, thanks for another different look into the behind the scenes.
Agreed, it's moves like that which are interesting
Thanks Dale for another great video. The videos where you come off the main lines and go into the sheds or sidings are my favourites. Always admired the pontwrk.
Great channel love seeing the views from the cab, keep these videos coming.
Nice surprise Dale..thank you. Like the walkways all painted yellow in the depot. All the best.
Pleasant; behind the scenes-esc / train maintenance related video; fun toilet story haha !
Anyone notice that crazy meteorite looking orange flying object at the middle to middle right of the videography; 5:20 to 5:30 ; Wild!
Hopefully there will be more weather heavy train rides ; if that's even a thing; haven't gotten strict about finding it ; yet.
Thanks Dale; a great bonus video
Great video dale
Great stuff 👍
Thanks for posting this interesting video.👍
A refreshing difference, thank you! 🚆
Very interesting to see all the action at Cockgloucester depot.
Ugh… I hate having to do that.
With us in New York, the terminals and yards usually have dedicated Train Operators on standby for this kind of job.
One would take the train from us while another brings out the replacement.
but occasionally the road crew takes the train back ourselves and then we prep the replacement.
Loving the new video! It’s nice to get a midweek treat especially when the content is top notch like this.
Love these sorts of videos - 10/10!
Thanks for a great little video i really enjoyed it you really had to work for that one cheers Dale, mark D
Thanks Dale for such a great video you are the man thanks
Always exciting Dale! Thanks!!
Thanks for the video Dale.
Thanks Dale, interesting video!! 👍💯
Thanks Dale, a nice bonus
Love this video nice suprise. Love how visible the walkways are. When you prep the train what's required? Is it just a walk around make sure everything works? And they should have two different safe walking routes cuz that's just an accident waiting to happen.
So we check there is nothing hazardous like broken windows or seats. Check the barriers between the cars are in place. Then check MCBs and do a break test. Along with checking things like lights
Thanks for showing the depot Dale
Very interesting video I'm surprised they don't have a supply they can't plug into the set's to maintain power
I hope you are enjoying your holiday in the USA.
Great as ever 😊
Nice one Dale.
@ Dale Charman Does London Underground do open days walk round Depot. Take photos & have a look about plus see maintenance stuff?
Driver job look complicated lot to remember.
fascinating to watch just a quick question you have said you have not been into some sidings for a while do you need route knowledge for the moves and do you need it updating im not very good putting my question in writing but i hope you get the idea
I am surprised that you are not concerned about being 15 minutes late. I worked as a guard on the Piccadilly Line in the late 1960,s and the only time I was ever that late was during a "work to rule".
Late running by more than a couple of minutes was rare in my experience and I had to submit a log with an explanation for this.
I am also surprised that you are able to do what appears to be permanent late turns. We had to do alternate weeks of early and late shifts and could only swap duties within our shift.
I worked on the Bakerloo in the early eighties and you were jumped on if you had a one minute delay. If you were two minutes late, you had an area manager waiting for you on the platform.
Looking at entering the station the old “not stopping at” light box is still there. Presumably not in use now?
will Northfields depot be getting ready for the new trains and how will the section of the Piccadilly line between Barons Court and Arnos Grove would be able to acomondate the new longer trains
Excellent video. Have you seen videos of the new 24 Stock yet?
Underground question - how do the doors open on the right hand side in most stations and the left hand side in others but you can still almost always walk from one platform to by walking in a straight line after getting off the train?
I can't find any sources one way or the other, but I believe some underground lines swap which line is on the left and right in a few places when underground.
Nice video. Very interesting. Why was the other train taken out of service?
Were the points in the yard at 4:00 and 4:11 set against you Dale? Please can you explain what is going on there.
They're hand points worked by the levers you can see alongside them. They are designed to be "pushed through". They're designed so that the train's wheels simply pushes them over to the desired position in the trailing direction. It used to be very common even out on the main line for trailing points to be pushed over by the train's wheels. You had loose points, spring points, sprung points all sorts with various functions. With a set of spring points for example a spring would push them one way. The train's wheels would push them aside and then the spring would push them back. You would have this arrangement if you wanted the points to normally be set to derail a runaway, for example down a gradient. So yes, completely fine, completely by design. Now if the points were for example worked by motor and were locked in both directions and a train came along and the points were set against the train then again the wheels would simply smash the points over and the train would keep going. However because the points were set and locked against the train it would cause a lot of damage to the points. That would be a "run through". That would be bad. That isn't the case here.
That was an interesting video Dale. Thank you. I think I have learned something but wanted to confirm with you. Where the back end of the train was in the shed and not connected to a power rail, you were mentioning things like the lights out and so on. (I guess flat batteries). Does this mean the front and back end - or to be precise, the end coaches have discreet power? Why don't they have power throughout the train and it is picked up where there is contact - so in the shed situation, the front and back of the train would be powered from the front coach attached to the power rail.
I appreciate they are totally different systems but I have watched the TGVs in France which have a power car at each end. When they are departing a station, they have both pantographs up in contact with the overhead power cable. When they are running along at speed, they drop one of the pantographs, typically the leading power coach - in other words that whole train is powered from one connection.
Potentially both batteries and air reservoirs. Generally air compressors on EMUs are too big to be battery powered (especially for 1970s batteries); units with pantographs have a small battery-powered auxiliary compressor to raise the pantograph only; it doesn't operate any other air systems.
I believe these 6-car sets were originally built as 3-car sets that could be coupled and decoupled in service, though they're now semi-permanently coupled 6-car sets. High power connections generally can't be reliably field connected or disconnected; only air and control lines. I don't believe these trains have continuous air pipes for either brakes or reservoir, but that's common on other rail systems, especially those that operate on the same track as locomotive-hauled trains with Westinghouse brakes, and may need to couple up to them to be dragged out in a failure.
I'm not certain whether TGVs carry high voltage from one end of the train to the other, but those types of connection are usually quite intense; at best they're bolted-couplers as used in mining, and it's possible that they're one-time joints; to disconnect them, you cut away the insulation.
These older trains use Motor-Alternators (the MA mentioned at 5:55) to get control and lighting power. Generally the line voltage supplies MA, compressor, and N traction motors; everything else is supplied from the MA set. The power that comes out of the MA set might not be standard UK mains power so might require a fairly substantial converter; it's not just plugging in a caravan lead.
I'm kind-of surprised they would leave the train on battery power for any length of time; here in Wellington I've never seen a train with the pan down but the lights still on.
That platform at Northfields was where my son picked up his first train in service solo after passing out i went to watch him . Although im told its not that bigger deal as after so may weeks training you can't wait to ditch the instructor and get him out the cab . Do you remember your first solo run was you cool as a cucumber or nervous Dale ?
I do remember. I don’t think I stopped shaking until about King’s Cross. I though some idiot has let me loose with a train 🤣🤣🤣
3:55 Dale, the points seem to have been against you, are they spring points??
Some ends of points in LU depots are designed to be "trailed through" for converging moves (two routes merging into one), at a low speed - i.e. the switch rail is pushed over by the wheel flange of the leading wheelset - so I believe that's the case here.
@@principalsignal Thank you for the info
Dale did you get a choice of what line or depot you would be working out of when you started ? Great videos. 👍
what's with the switch points at 4:02 and 4:13 set the "wrong" way?
They will be "sprung" points
Some ends of points in LU depots are designed to be "trailed through" for converging moves (two routes merging into one), at a low speed - i.e. the switch rail is pushed over by the wheel flange of the leading wheelset - so I believe that's the case here.
Nice to see I made it on your video. You didn't use the toilets on 1 road did you?
No. I have never used those. I always forget they are there
in google earth with the 3d mode u can see a old 1972 mark 1 or a old 1967TS in this depot but im not sure which one it is
From 3:50 it looks like two points are set the wrong way - does it not matter if you're approaching them from "behind?"
In many cases (increasingly many cases these days) it would matter and "running through" the points would cause a lot of damage. These points though are worked by the hand levers you can see next to them and are designed to be "pushed through". So yes, in this case, it does not matter if you're approaching these points from "behind" (if they're "trailing" to the movement)
Thank you!
Was that a swap because of the flat spots or something else
Hi Dale, I have a quick question. Can u sand up with driving the train, or do u have to sit down?
Piccadilly Line 1973 Tube Stock
why change to another train? wear leveling or possible fault in the one taken in
Hi - does the train accelerate slower, or is it noticeable when it’s busy compared to it being empty?
It depends on the train. Some times an empty train may pull away a little slower if one or more motors are not working correctly
Sorry i meant a shore supply we have them on transport for Wales to keep the catering carriages cool
Shore supply is usually much lower power than compressor and motor-alternator requirements, especially for old stock like this. Also, the motor-alternator might not deliver standard 50Hz power; the MA set runs on DC.
Thank you for that @@someonesomewhere1240
Ic we want to go to the toilet here in my country they give you a metal bucket and you can use the door
Don't they have batteries at all for the lights, etc? (like how a Tesla is plugged in) Dale?
Why were you changing trains?
I know these are just videos and don't necessarily show everything, but with the back end being dead (especially to the point there's no tail lights) do you not have to have someone confirm it's all recovered before leaving the depot/the next station/whatever - I'm not on any kind of railway but aren't tail lights fairly important 😂
So why do you need to swap trains.
I'd like to be a member but it doesn't seem possible in US. How about adding "buy me a kofi?."
You trailed the Points in wrong position at 4:01??
They're hand points, they're designed to be pushed through.
What is a changeover? Also im sure the alarms didnt fire off because you became the camera man.
Are you crossing the switches from wrong direction at 3:57 and 4:08???
Some ends of points in LU depots are designed to be "trailed through" for converging moves (two routes merging into one), at a low speed - i.e. the switch rail is pushed over by the wheel flange of the leading wheelset - so I believe that's the case here.
@@principalsignal thank you for the explanation! That's very interesting. In many countries, mine included, switches in undergrounds or on big railways are not designed to work like that. Doing such moves is considered almost like a crime!
@cheekymescalito3249 I'm inclined to agree with that viewpoint for anything other than non-passenger moves. It was the case that, in a very few places on LU, there were "loose" points used for trailing passenger moves - one set at Camden Town on the Northern line comes to mind (there were others elsewhere, too), but those were converted to powered operation (with detection in signalling circuits) perhaps 15 years ago, prior to (and in readiness for) the long since completed resignalling of the line (TBTC). I'm not sure that any others remain elsewhere on the network - I certainly doubt it, but as it's a few years since I left LU, I'm not altogether certain.
@@principalsignal Of course here, as you say, we are still in Northfields Depot. The points are not controlled from a central location, they are hand points worked by levers at the points, which means that to move any individual point end means physically going to it and moving it over. In that case it is readily apparent why the use of spring toggle points makes so much sense. It means you only really need to set the facing points in a route and can leave the trailing points. This is not just found on the Underground but was once very very common in yards and depots on Network Rail as well. In recent years with centralised control even in depots (and new styles of hand points which are not suitable to be pushed through) this been phased out rather, so much so that a recent update to the Network Rail Rule Book's Shunting module became necessary which states "Except where it is specifically authorised in local instructions that trailing hand points are suitable to be pushed through, you must check that all points the movement will go over are correctly set for the movement." Until recently there was no general requirement to check the position of trailing points *whilst shunting* as it was quite typical for them to be able to be pushed through.
As you know spring toggle, spring, sprung and completely loose points were also quite common out on the main line on LU. They were very common in fact. Hanger Lane Junction had a set which have recently been motorised, Rayners Lane had two sets, recently motorised, Harrow-on-the-Hill had a few sets which may all now have been motorised. As you say it is very fashionable to work them these days, but I don't really see why myself. Obviously it adds cost (the motors on the points, detection equipment, etc.) it gives you another point end to worry about when a passing a signal at danger, it creates a nice little opportunity for you to cause thousands of pounds worth of damage during degraded working, historically it may have required another lever in your locking frame and associated interlocking, and I can't really see why the fashion for it. Unworked trailing points which are designed to be trailed through work perfectly well. Obviously as the OP says if the trailing points are worked and they get run through, that would be a crime. That would be expensive and cause a lot of damage. So why work them if you don't need to? What it may do is make wrong direction movements and movements in possessions easier but I don't know too much about LU procedures. I know on LU they like to clip and scotch the route up even when simply passing a signal at danger. We would not do this on Network Rail, nor would we need to clip and scotch the route when making wrong-direction movements unless we had unworked points (and there it would make a big difference to us) but LU rules may be different.
On Network Rail we have spring points too. Runaway catch points are usually unworked spring points, but they're rare nowadays as we don't really have to worry about unfitted freight wagons running down gradients anymore, if a train divides it should stop by itself so they've taken a lot of catch points out to save maintaining them and complicating wrong-direction moves and single line working. It's quite common for the trailing ends of points leading to goods loops and things to be spring points thus giving you a trap point which automatically resets itself. Also on RETB and other lines they have hydro-pneumatic points which are normally set for facing moves. In the trailing direction the train pushes them over and the stored hydraulic pressure pushes them back over and holds them firm. A point indicator is necessary to confirm the points are correctly fitting. However we would not have a set of trailing points at a junction like Hanger Lane Junction unworked as we would use the points lever for interlocking.
@@principalsignal PS I've just remembered one of the most interested ones (very possibly not unique) was the old 33 points at Uxbridge (the facing trap points as you come out of the Sidings towards the platforms). They were lifted with the recent remodelling but they used to be spring trailing power facing.
You cut the video right at the part I was looking forward to seeing. 😭
I’m sorry. I assume you mean going in to the shed. I just don’t want any complaints
Hi dogfight dogfight dogfight dogfight dogfight e
Hi dogfight dogfight dogfight assessed by the house of lords
Are you going to be driving the new trains once they roll out? Be a nice change having a modern train over the old stock! We are getting new trains over here, but wont be on the lines I drive unfortunately.
Interesting as always Dale. Thanks for sharing 👍🍻