On 31 Dec 2012, 20:28, Philip wrote:
On 31/12/2012 20:00, wrote:





On Mon, 31 Dec 2012 04:28:48 -0800 (PST)
77002 wrote:
On 31 Dec, 11:05, wrote:
In this months Modern Railways it says the Met is going to get Citiflo 650
moving block signalling in the next few years which does away with lineside
signals. Which raises a couple of questions - why didn't they just use the
same system as on the jubilee line given that the 2 lines run side by side
for a long distance, and what will happen on the uxbridge branch which is
shared with the piccadilly? Will the latter be terminated at Rayners Lane?

My Modern Railways is still awaited. *This also raises the question of
the section, north of Harrow-on-the-Hill, utilized by Chiltern. *One
more reason to withdraw to Moor Park I guess.

The article says the S stock will be fitted with the ATP system used by
Chiltern.

No it doesn't:

"Wayside signals will, however, be retained on the stretch of the Met
south of Amersham that is used by Chiltern services. Included in the
contract [with Bombardier for the installation of Cityflo 650
signalling] is a requirement to make this section fit for the Selcab
Automatic Train Protection used on Chiltern DMUs. Selcab is the 20-year
old ATP system fitted as a trial on Chiltern in the wake of the 1988
Clapham accident; it has not been used on the Met infrastructure up
until now."

All trains will have ATP: On the S stock it will be provided by the
Cityflo 650 system. On Chiltern DMUs it will be provided by Selcab
equipment via some form of compatibility layer with the wider Cityflo
650 system.

Modern Railways has reached me. And, I have read the article. It is
very interesting, but why does TfL have to be so non-standard. Can
they not utilize a system compatible with the rest of the UK.