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Post by will on Jul 28, 2019 13:17:55 GMT
Duty reliability manager isn’t it?
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Post by will on Jul 21, 2019 15:43:33 GMT
Anyone have any ideas as to why Waterloo and London Bridge are being excluded from the trial until final approval? Major works aren’t being completed at the stations so that shouldn’t be a reason not to and whilst Waterloo is the busiest London Bridge isn’t. Thanks ✌️
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Post by will on Jul 9, 2019 17:36:20 GMT
Now the line is suspended southbound via Bank for the rest of the night and potentially into tomorrow morning.
Is this just the orange induction loop wires that is causing the fault? As I was under the impression that this is the only signalling related equipment on the track in the bank area and if it was a vehicle control centre VCC fault this would suspend the line in both directions would r it?
Thanks ✌️
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SPADs
May 21, 2019 20:23:19 GMT
Post by will on May 21, 2019 20:23:19 GMT
I agree that trains shouldn't approach stations and stop in platforms too slowly, but breaking too hard will cause unnecessary wear on breaks etc and will be very unpopular with customers. Driving style is fast becoming irrelevant though with 4 lines already running ATO and with the SSR now being upgraded running 8 in total. The Victoria achieves this extremely well with hard but smooth consistent breaking - the benefit of being all underground, the Central okay apart from in the rain. The big issue for me is the minimal breaking rate of the Jubilee and Northern to prevent SPADs and to ensure correct stopping marks.
This may be an issue with the system its self but LU should increase the breaking rate and if there is an issue - particularly in wet whether then rely upon the highly qualified drivers in the cab to manually intervene - particularly as ATO goes hand in hand with ATP. In certain locations it may be necessary to adjust breaking rates but on the whole rates should be increased. At times the 1995/6 ts breaking still reminds me of conventual signalling even with the ability to approach platforms at around 40mph. On longer lines with the most trains i.e. Northern with 96 trains in service in the peaks that could mean at least 1/2 tph increase as well as quicker journey times if trains approached platforms faster and braked harder.
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Post by will on Jun 11, 2018 16:26:51 GMT
Entire line currently suspended anyone know why other than it’s a signal failure. Loss of signal main or control room? Thanks 😊
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Post by will on Apr 26, 2018 18:07:34 GMT
Looks like a permanent fix hasn't been achieved as trains will end early tonight at Sunday Times.
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Post by will on Apr 26, 2018 16:31:51 GMT
It seems the departure boards have frozen to the state they were in when the power went. Do we know yet what it was yet ? I’m guessing it wasn’t traction current
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Post by will on Apr 22, 2018 19:59:41 GMT
Normally when this happens like at OXO most of time you can still touch out on the readers the barriers are just locked open. Maybe it was an emergency as otherwise there is a constant announcement on a loop telling passengers to ensure they touch out to be charged the correct fare.
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Post by will on Apr 15, 2018 17:52:43 GMT
Camden Town station is in dire need of an upgrade as it regularly has to close. To increase capacity to meet future usage is a must and whilst you upgrade with more escalators, lifts and exits/entrances you may as well create additional passageways to allow more interchanges.
Splitting the line will provide 12 tph in each direction through central London with 30tph on both branches, 24 tph more if they eventually go to 36tph on both branches which is probably the plan considering they are upgrading Bank to handle more capacity and will have a desire to have the extension served with a decent frequency.
24tph is the equivalent of an additional tube line through central London and considering the costs of Crossrail using the existing infrastructure must provide a vastly better business case.
Currently Camden Town is an incredibly complex junction with (I believe ) 8 sets of points . None of these would be required with a segregated service that would save huge amounts of maintenance and costs and there wouldn't be any conflicting movements or trains waiting to depart. This would reduce journey times probably quite considerably and the increase in capacity cannot be ignored.
This type of split has occurred to an extent before with the Jubilee taking the Stanmore branch of the Bakerloo requiring people to change at Baker Street to make the same journey though central London. 30tph would never be possible on the Stanmore branch today with the old Bakerloo service. Surely the Northern has to eventually be split.
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Post by will on Apr 15, 2018 11:41:23 GMT
There will also a "maximum" voltage, to which the system can rise when trains are braking, say 750V. I presume that the train will have a limit detection circuit, causing the mechanical brakes to operate (and therefore waste the kinetic energy) if the voltage rises too high. I would think that they'd switch it to rheostatic rather mechanical braking if the supply voltage went to high as a result of too many trains feeding the system simultaneously. It'd be quicker to swap to than trying to bleed the mechanical brakes in, and would avoid wear and tear on them. The maximum voltage under regenerative breaking is 890v. This was increased as the traction current was increased to 750v to be useful and to provide a headroom to be useful the regenerative rate had to increase too.
I know they were working on a solution to feed back the regenerative voltage back into the grid through the sub stations any one know any details?
Thanks
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Post by will on Apr 14, 2018 10:45:05 GMT
How many amps are on LU I've heard in the past from one of the Tube documentaries that its 3000?. Also which lines have 750v is it just the SSL and Victoria with all others running on 630V? thanks
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Post by will on Apr 13, 2018 18:41:18 GMT
It is becoming clear that the people who operate the Twitter feeds have little or no knowledge of the working railway. The other issue is that they don't get the correct information from TFL, and they keep regurgitating the same replies like a pre-programmed robot. I do feel sorry for them, because they regularly get abuse on the feeds. I would never condone that, but you can see why people get frustrated when the information is just plain wrong. Glad you brough up this topic as the emotions expressed on twitter by the travelling public is something that has really intrigued me recently. Of the few services i follow TfL Rail has a lot of berated passengers tweeting to them. for example recently they tweeted about a bench and responses they received were interesting; Personally speaking i dont air my frustrations on social media, however this gem of ridiculousness required a response from me: I didn’t really get the rationale on keeping minor delays an unexpected surprise. Not sure what benefit this has if passengers cannot plan ahead to make alternative journeys instead of cramming onto busy platforms. It seems that may be TFL's objective. They used to highlight minor delays on the interactive map on their website but since the new site was introduced only "major" disruption is highlighted.
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Post by will on Apr 12, 2018 14:03:25 GMT
It was a bit of a headache caused by a blown fuse and nothing to do with the points Funny thing was the route to Ealing Broadway was working but the driver of the stuck train refused to take it there. Personally don’t blame them especially without a pilot in the cab Is that because a Piccadilly driver wouldn't have the route knowledge of the branch ?
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Post by will on Apr 12, 2018 9:22:07 GMT
What exactly are wet beds? Thanks
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Post by will on Apr 1, 2018 15:06:35 GMT
Excuse my ignorance of these matters but is testing fully completed on SMA 0.5 - Hammersmith - Latimer Road and does that mean that it will start being rolled out or is there more testing to do. Hasn't Baker Street Junction also been tested is that the next area to be commissioned? Thanks No. Whilst this weekend is being billed as the last trials for SMA0.5 there are still a few more trials planned; notably an 'Operational Proving' weekend (originally planned for this weekend but deferred) which will run a full service but out of service and with line operators as opposed to test crew. The next migration area, SMA1, is Latimer Road-Paddington, and is entirely plain line aside from the commissioning of the new crossover west of Paddington Sub. Thus far only one test weekend has occurred over Baker Street junction, and even then only to/from platforms 5 & 6. There's a lot of work still to do and SMA2 (Paddington [Both]/Finchley Road-Euston Square) is likely to be pushed back. Not that I'm complaining... 🤓 I know you love your signals and might be sad to see ATO brought in but it will be a vast improvement. The circle is sooooooo slow and to have improved junction control ect as well as much better Northern/Jubilee levels of reliability will be incredible the District particularly has been so bad lately some days with 2/3 different failures. Be nice to see the departure boards and apps working with proper information soon rather than inaccurate or no info or exclusively check front of train.
Thanks for the info
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Post by will on Apr 1, 2018 12:36:40 GMT
Excuse my ignorance of these matters but is testing fully completed on SMA 0.5 - Hammersmith - Latimer Road and does that mean that it will start being rolled out or is there more testing to do. Hasn't Baker Street Junction also been tested is that the next area to be commissioned?
Thanks
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Post by will on Mar 31, 2018 15:49:34 GMT
The insane frequency is shown in this video. Towards the end you can see at Kings Cross the trains are slightly bunched with one constantly waiting down the tunnel for the occupying train to move down the line. What a marvel the service is, I can't wait for the NTFL upgrade and hopefully the Central and Piccadilly will be pushed beyond 30tph+.
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Post by will on Mar 30, 2018 16:15:29 GMT
It's a good question, I couldn't say in regards to the timetable but it most likely is due to the uneven loadings on the line stations such as Victoria, Oxford Circus Kings Cross ect. They will be busier and so will have longer dwell time's that will probably be the reason for the 80-90 seconds in a train arriving rather slowly behind at a busy station and in front there may be a 120+ second wait.
The line although simple must be hard to timetable as the line has 33 platforms and I believe in the peaks has 43 trains in service, must be a big challenge at times.
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Post by will on Oct 28, 2017 20:15:52 GMT
Wasn't the reason for the removal of the original announcements due to the digitalisation of announcements?
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Post by will on Oct 28, 2017 20:13:25 GMT
In addition to the works in the Paddington area (Warwick Avenue - 400m south of Paddington) replacing points and associated track renewing works there are activities down the southern end too. These activities are Hand-Grinding Works - Lambeth North 6A, 6B, 7A and 7B points. and E&C 26A, 26B, 27A and 27B points plus 8A and 8B points presumably Elephant too. How long these activities at the south of the line will take who knows perhaps someone does ,perhaps this will block access to the London Road Depot and is an additional factor in deciding to close the entire line or at least make the Elephant - Piccadilly Circus service impossible not just operationally difficult.
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Post by will on Aug 27, 2017 23:15:30 GMT
Maybe this explains why when I went to Ealing Broadway last week I had to wait 13 minutes for a train. (That was the time shown on the PID when I arrived at the station where my journey began). I suppose that Crossrail will be the answer to many of the Central line's severe overcrowding woes, with new trains (eventually) helping too. simon When Crossrail launches will they reduce the Central service slightly to do more matience and run a sustainable service frequency unlike what is the situation today ?
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Post by will on Jul 27, 2017 8:00:01 GMT
Severe delays on the line today due to a shortage of trains. What's caused it this time, surely it can't be leaves.
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36tph
May 26, 2017 16:17:03 GMT
Post by will on May 26, 2017 16:17:03 GMT
According to the Standard a new service has finally been introduced with 36tph operating in the peaks today 22nd May. looks like the Victoria line upgrade is finally complete. The line is now the second most frequent in the world and the Jubilee is next Where did you get your info from, I looked for the official working timetable but only to find a document giving last train times thanks
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Post by will on May 22, 2017 14:24:57 GMT
According to the Standard a new service has finally been introduced with 36tph operating in the peaks today 22nd May. looks like the Victoria line upgrade is finally complete. The line is now the second most frequent in the world and the Jubilee is next
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Post by will on Mar 16, 2017 12:07:29 GMT
What is going on at the moment - only a service between Hammersmith and Heathrow with no service on the rest of the line due to a shortage of trains.
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Post by will on Feb 23, 2017 17:01:08 GMT
Very nice the bars look so much nicer in grey than that horrible yellow colour. On most of them the paint was starting to come off.
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Post by will on Feb 10, 2017 15:35:18 GMT
Its such a shame that the step free access for the foreseeable future will for the most part be pretty useless. At the moment only Greenford to the west is step free and Stratford, Roding Valley, Hainault and Epping in the east. For the Northern line on the Edgware to Kennington line its only Golders Green, Hendon Central and Edgeware that have step free access.
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Post by will on Jan 26, 2017 20:20:32 GMT
South of Victoria the line is now suspended due to a track fault at Vauxhall......
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Post by will on Jan 25, 2017 15:51:09 GMT
love the new service map on the TFL site far better than anything that has been produced before
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Post by will on Jan 24, 2017 18:55:33 GMT
Well they weren't good at announcing that 😒
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