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Post by superteacher on Sept 1, 2024 20:28:01 GMT
Well there clearly aren’t any spare staff, otherwise we wouldn’t have this situation. My point is that there should be enough spares so that these situations don’t occur. It’s not the first time this has happened either. Not a job where you ask the local Job Centre to send you some candidates for an interview. Many years of experience are required to fulfill a role in a Control Centre. Only a few people want to do the job. Irrelevant of the job specification, it is TFL’s responsibility to ensure that they have enough staff to adequately cover. If they don’t, then they need to change something.
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Post by superteacher on Aug 31, 2024 21:41:25 GMT
Well there clearly aren’t any spare staff, otherwise we wouldn’t have this situation. My point is that there should be enough spares so that these situations don’t occur. It’s not the first time this has happened either.
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Post by superteacher on Aug 31, 2024 21:17:45 GMT
I’m not blaming anybody in particular, but it’s totally unacceptable that that 3 out of the 4 SSR lines should close at 10pm due to a lack of control room staff.
Surely there are enough spare staff to cover such eventualities?
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Post by superteacher on Jul 13, 2024 8:15:01 GMT
A very bad situation - no you should not have waited so long, nor even contemplated walking. (snip) What passengers (I include me in this comment) using this route do *not* need are ivory tower deskbound pen-pushers who suddenly decide that a signalling system which has worked well for 40+ years is no longer safe and needs 'gerrymandering' in a way that reduces train throughput from 22+ trains an hour to 15 trains an hour (as happened to this route in circa 1990, causing extreme overcrowding) What I hadn't mentioned was that there was considerably increased demand because the Central line was suspended at the time, plus there were cancellations due to the Elizabeth line's own overrunning engineering work and problems on the GW Main Line. I'm not surprised it was busy, but I was surprised it was that busy! As for your final observation... we've been here before and I'm going to sound like a broken record trying to inform and educate on this. Any signalling system approaching 40 years old in 1990 was potentially no longer safe due to the type of wiring then used and the fact that the insulation degraded over time. Rolling stock acceleration and speed characteristics had also changed over the 40 year life, and it was entirely possible that the signalling design was no longer fit for purpose - it's also remembering that the layout design would have been completed several years earlier (i.e by 1986/7 at the latest) when train service frequencies may have been different. I think it is rather disingenuous to describe many of my colleagues in train service planning and signalling design as 'ivory tower deskbound pen-pushers' - they are absolutely experts in what they do. Various LU lines suffer from the same problem as having their signalling and headways specified when passenger levels were lower, with a reduced ability to cope when ridership unexpectedly increases. But surely all systems should be future-proofed with capacity built-In for service increases? So at the time, nobody thought that demand may increase?
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Post by superteacher on Jul 10, 2024 19:53:24 GMT
Tom you should have walked to Stratford. Lazy boy . . . 😂😂
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Post by superteacher on Jul 9, 2024 11:18:23 GMT
Back in the 80's, four Picc trains stabled overnight in Uxbridge sidings, doing so via the east end connection. These trains started / terminated at Hillingdon.
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Post by superteacher on Jul 9, 2024 8:41:17 GMT
This constant erosion on the shoulder of the peak was also a feature of bus services.
That was reversed from around 1983 when services gradually begun to increase again.
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Post by superteacher on Jul 7, 2024 15:12:49 GMT
Anyway... when we recall the issues (etc) to fit the S8 trains into the bay platforms at Baker Street and Aldgate so I question if it would have been possible to get S8 trains to actually fit into Liverpool Street's bay platform? I'm not sure if "Moorgate Control" had been fitted to the bay road at Liverpool Street prior to its decommissioning, but it would have made the approach very slow, thus delaying the inner rail service as the terminating train entered the bay road. Aldgate is a far less difficult place to reverse the Met service.
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Post by superteacher on Jul 7, 2024 13:38:49 GMT
If they could improve capacity on the Shenfield branch, surely the only place they could run to would be Liverpool Street high level? The core could take 30tph but it would then be an uneven balance with the Abbey Wood branch.
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Post by superteacher on Jul 7, 2024 13:34:36 GMT
goldenarrow would that early departure from Finchley Road not have been a H&C / Circle working?
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Post by superteacher on Jul 7, 2024 7:47:35 GMT
I presume that you wrote that on your phone and "oral" is an autocorrect failure for "peak"? Yes Chris - duly corrected now! EDIT - I’ve found this old thread, although it doesn’t address my original question about the duration of the peak services. districtdavesforum.co.uk/thread/22851/met-line-1975
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Post by superteacher on Jul 6, 2024 23:00:34 GMT
In the mid 70s, whet was the duration of the morning and evening peak services to the city?
Did all Amersham and Chesham trains terminate at Liverpool Strwet?
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Post by superteacher on May 22, 2024 22:45:00 GMT
What did crews tend to do between their morning and afternoon trains, particularly if they lived quite a way from their depot?
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Post by superteacher on May 22, 2024 22:43:25 GMT
These predate the One Day Travelcard and the associated zonal system.
Were there any restrictions on usage? For example, sections of lines that were not valid for travel, or times when they weren’t valid.
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Post by superteacher on May 14, 2024 11:21:54 GMT
Roding Vallley, Chigwell and Grange Hill are also outside Greater London, yet these were included in the zonal system. It would be awkward if those stations were outside the zones as then it would not be possible to travel to Hainault via Woodford without paying an additional fare. Agreed. I was just making the point that it wasn't as simple as the zonal system following the Greater London boundary.
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Post by superteacher on May 13, 2024 18:28:10 GMT
The Central line stations were outside the GLC area in the County of Essex. Higher fares were charged. I believe Essex County Council later paid for the stations to be added to the zonal fares system. Roding Vallley, Chigwell and Grange Hill are also outside Greater London, yet these were included in the zonal system.
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Post by superteacher on May 13, 2024 17:13:45 GMT
Here is a link which contains one of the first fare zone maps from the early 1980's. As you will see, anything east of Woodford was initially outside of the zones. Buckhurst Hill and Loughton were brought into the zones at a later date, followed by Debden and Epping (sometime after the closure of the Epping to Ongar section). diamondgeezer.blogspot.com/2017/05/stations-on-zone-boundaries.html
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Post by superteacher on Apr 15, 2024 11:50:52 GMT
T115 22.06 departure from Upminster depot, first bogie derailed at outlet on catch points. Incorrect procedure followed. Did they need to outstable trains?
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Post by superteacher on Apr 15, 2024 11:33:37 GMT
There was a suspension between Dagenham East and Upminster this morning, so assuming the incident was at Upminster depot.
Does anyone have any more details (avoiding speculation as per forum rules).
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Post by superteacher on Apr 12, 2024 10:23:47 GMT
Is it no longer possible to access the depot direct from Hampstead?
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Post by superteacher on Apr 9, 2024 11:19:40 GMT
Regardless of who was mayor and how much funding was provided, this level of failure is quite unprecedented. I recall that it was BREL who built the trains, but were the motors purchased separately?
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Post by superteacher on Apr 8, 2024 22:01:08 GMT
If I'm not mistaken I believe the previous Mayor of London cancelled replacement stock for the Piccadilly, Bakerloo, Central and Waterloo & City lines in late 2009? If he didn't I don't think we'd be in this mess ! (Not that this conversation should go down the politics avenue) The 1992 stock is 30 years old which isn’t really that old for a train. They are now a similar age to their predecessors (1962 stock) when they were about to be replaced. The difference between reliability between the two stocks is stark. It’s always been known that the 92’s were a poor product, but has that been compounded by poor maintenance and lack of investment?
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Post by superteacher on Apr 8, 2024 20:00:47 GMT
60 train service? How has it ever been allowed to get to this point?
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Post by superteacher on Apr 3, 2024 12:50:03 GMT
Surely the Bakerloo extension south of Elephant and Castle must hold some sort of record in terms of how long it’s been proposed for? It’s been talked about since at least the 1940’s!
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Post by superteacher on Mar 31, 2024 20:58:43 GMT
Back in the 90’s, the signalling was state-of-the- art and the first time that a traditionally signalled line was upgraded to electronic based systems. I think few people could have foreseen how quickly technology was going to become obsolete.
Without wishing to drift off topic, will the systems on the northern, jubilee and SSL have similar issues, or not because there are fewer solid-state components?
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Post by superteacher on Mar 31, 2024 20:47:49 GMT
They used to start and stable via the east end (in service / out of service at Hillingdon), a move which is no longer possible. Thank goodness! They didn't always show the correct destination on the train or describer, so I would settle down at the front of the train heading to Uxbridge, only to be tipped out onto a wet and windy platform at Hillingdon to await the next train when I could have waited for it somewhere more sheltered. The platform describers showed the trains as “Hillingdon / Uxbridge”, but Hillingdon was shown on the front of the train. I personally feel that losing direct access to the sidings via the eastern end is a backward step as it reduces flexibility. If they need to put trains into the sidings for unscheduled reasons, it’s much harder nowadays.
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Post by superteacher on Mar 29, 2024 20:26:29 GMT
Even in the 80s there were 4 trains stabled in Uxbridge sidings. They used to start at the beginning of the morning peak and stable at the end of the evening peak.
They used to start and stable via the east end (in service / out of service at Hillingdon), a move which is no longer possible.
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Post by superteacher on Mar 29, 2024 20:03:13 GMT
Good explanation.
You’d think that if they did want to speed up its journey to the depot, at least they could extend it to Stratford which gives more opportunities for ongoing travel.
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Post by superteacher on Mar 29, 2024 17:24:55 GMT
Odd - why doesn’t it run in passenger service?
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Post by superteacher on Mar 29, 2024 14:35:41 GMT
According to the timetable, there is an eastbound train which terminates at Whitechapel at 00:27. What does train do subsequently?
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