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Post by will on Jan 24, 2017 9:35:26 GMT
It says the article that there will be new lifts to allow step free access throughout the station. I was under the impression that Stratford already had full step free access ? Thanks 😊
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Post by will on Jan 19, 2017 20:40:37 GMT
I don't know for sure how many trains are needed for 36TPH, but I reckon that it'll be about 41. Given that the original estimate which led to the 47 train order was that 43 trains would be needed for a 33TPH service, delivering 36TPH at all is pretty good. When LU specified the JTC for VLU, it kept a performance margin for itself. Metronet in turn kept a small margin for itself as did Bombardier and Westinghouse (Invensys). All these margins were provided in case something went wrong with the design as the financial penalties for failure to deliver the performance were significant. So, it might be reasonable to consider when more could be done with a couple of extra trains. I'm confident that good use can be found for them.....38TPH anyone? Wasn't it 43 trains that used to run the original Victoria Line service, based on that an extra 4 trains to run 8/9 trains an hour extra certainly isn't bad. Did they plan for the upgrade to run 36tph all along or was this just a desire due to the availability of extra trains?
When they introduce 36tph running and when it eventually settles down as long as the station platforms are able to clear there isn't any reason why they couldn't run a more frequent service. They could utilise the extra trains and squeeze 37tph or run even 38tph even if it was just for an hour in the peak of the peaks. The infrastructure can support it as the signals can cope with a train every 90 seconds and 36tph is a train every 100. The only issue would be weather Walthamstow and Brixton can support it.
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Post by will on Jan 18, 2017 22:18:14 GMT
Let's hope they can sort the issues out before the 36tph upgrade! It will be carnage if they don't as it's bad enough now when delays are still severe hours sometimes after the issue has been resolved. For them to introduce 36tph running how man extra trains will be needed for service and how many run now isn't it 39 in the peaks?
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Post by will on Jan 18, 2017 16:35:02 GMT
Unreliable today as yet again there is a major issue on the line a signal failure first reported at 1:30 and it's now been going on for 3 hours. Surprised they haven't called it "emergency engineering works". It also doesn't help that the Piccadilly has its own delays due to a customer incident.
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Post by will on Jan 16, 2017 20:36:48 GMT
It states in the Transport Committee report of June 2003 that: Are train doctors the rolling stock engineers that work in line control centres advising line controllers as to what faulty trains might be and was this practise only started after the events of Chancery Lane? There are three grades in maintenance. Train Maintainer, Advanced Train Maintainer and Train Doctor/Engineer. Basically TM's do planned work, ATM's do the more involved work, and if the ATM's can't do it the train doctors have a look. Ohhh that's for that I was under the impression that there was just train engineers didn't know it was that involved thanks 👍
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Post by will on Jan 16, 2017 8:41:40 GMT
But of a different design, I think? It's all the same design they ordered 85 8 car for the central line and 5 4 car for the Waterloo and City. Only difference the Central version was built for ATO. At the time Network South East as it was decided to order the same trains LUL was buying as it was cheaper than coming up with their own design. From introduction all 92 units had arm rests don't know why the Central lines were removed though.
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Post by will on Jan 15, 2017 17:06:59 GMT
It states in the Transport Committee report of June 2003 that:
Bob Crow, General Secretary of the RMT told the Committee that: “They were breaking down so many times - at huge cost - that they introduced a new grade called a “Train Doctor” because the trains were sick all the time… On top of that, the trains brought in were incompatible with the signalling system and the new track system. There have been constant problems with trains breaking down and so on.
Are train doctors the rolling stock engineers that work in line control centres advising line controllers as to what faulty trains might be and was this practise only started after the events of Chancery Lane? Also is the any truth in the 1992ts not being compatible with the signals and track?
Another point the report made was - The Central Line is the only fleet designed by manufacturers which do not have any maintenance obligation. Is this why LUL were so keen to have Alstom look after the 1995/6 ts?
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Post by will on Sept 8, 2016 17:18:12 GMT
They really need to reinstate ticket offices in major National Rail stations like Euston and Kings Cross that have been chaos since their withdrawal with huge queues everywhere blocking the ticket hall. They could also do with reinstating them at the major tourist stations as ticket office staff will always be much faster than a tourist who doesn't know which Northern Line branch is which never mind what type of ticket they need.
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Post by will on Sept 5, 2016 7:40:32 GMT
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Post by will on Sept 1, 2016 15:58:41 GMT
Does TFL pay an access charge to enter Heathrow? I am 99% sure that LUL owns all the infrastructure and therefore doesn't have to pay access charges whereas the National Rail lines were paid for by Heathrow and they charge an access fee to recover the costs of construction/operation.
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Post by will on Sept 1, 2016 11:48:24 GMT
They thought when the airport was expanded that the new Heathrow Terminal 5 station would be on the loop as well as T4. That's why there is a straight section of tunnel that's built bigger than the rest to allow a platform to be built if required and this explains why the loop is far longer than really necessary. When Heathrow Airport built the new T5 they built it further west than anticipated hence the supr as it was thought unnecessary / to difficult to extend the loop from T4 to the new station and back to T1,2,3.
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Post by will on Aug 29, 2016 21:17:37 GMT
Currently on a train to Chesham (13:25). Auto line announcements at stations advise no service to Chesham. Auto announcements on train says all stations to Chesham and then says there is no service to Chesham! Web site says good service on Met with previous details of no Chesham service removed. Confusing information being provided by TFL. I heard via the train radio that there's no one available to edit the S Stock DVA. The guy has apparently gone home That is some seriously bad planning that TFL won't have the ability to edit the DVA on 192 trains if one guy goes home. Imagine if he suddenly left and there wasn't anyone who has the knowledge to do the job. They really need to have a system that monitors who has what skills and knowledge to ensure it's retained within the company.
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Post by will on Aug 29, 2016 6:49:55 GMT
looks like it wasn't a 2 minute fix. Still closed this morning according to the BBC. A taxi service is replacing trains between Chesham and Amersham and they have said it's a signal failure at Chalfont.
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Post by will on Aug 28, 2016 19:37:09 GMT
Thanks everyone couldn't have asked for better information
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Post by will on Aug 28, 2016 16:28:15 GMT
I wasn't actually aware the line existed until London Overground took over the service.
The line may even be considered useful when the Elizabeth line opens providing a convenient link with the District Line and C2C services from there as well as connecting Romford an area that will likely be significantly boosted by the Elizabeth line and Upminster.
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Post by will on Aug 28, 2016 16:11:10 GMT
At about 3 today a signal failure began, exact location not reported that has suspended the Chesham branch for the rest of the day. I was under the impression that there wasn't actually any signals on the branch its self only at Chalfont and Latimer giving access to the branch. If anyone knows the cause or can set me straight on signals on the branch and why it will take all day to fix id be very grateful. Thanks
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Post by will on Aug 26, 2016 22:21:52 GMT
Who ever is responsible for maintaining and reviewing the signage seems to be doing a poor job of late. They really need someone to logically walk through the network using the signs only to see where they can be changed or added to make it easier to get round as even big stations like Euston & Bank have problems as I've gotten lost there a few times rather embarrassingly I hope you don't feel like this is just an issue for you partially in relation to you being a wheelchair user as it seems many are having problems generally. More recently problems have cropped up with the night tube as people at Liverpool Street were climbing barriers (not because they were even that drunk) and gates etc. from the mainline concourse as they didn't know the entrance was round the side rather than the usual main one. I hope they get this sorted soon as there aren't many stations that have step free access so those that do could at least be appropriately sing posted.
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Post by will on Aug 23, 2016 12:09:04 GMT
Was this a UKPN style 11,000 cable fault as it's seems the stations affected weren't really in the same area, thanks 😃
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Post by will on Aug 22, 2016 17:42:52 GMT
A power supply problem occurred around 5:15pm today suspending the Bakerloo and Metropolitan Lines. Anyone know more thanks
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Post by will on Aug 22, 2016 14:41:04 GMT
Does that mean the ATO software or software on the computers at the control centre could in theory obviously it would have to be activated move a train with out a cab being activated ? It also showes how bad Thales is as a company that it's likely that come of the Jubilee line closures may have been extended or more added for this type of nonsense that wasn't what TFL wanted in anyway and what a shame it is that they are the only company that can now resignal the SSR.
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Post by will on Aug 20, 2016 19:52:13 GMT
Yes the loadings on the Victoria Line were very low. I didn't see a single train showing more than 10% loading all night, some were showing 0%. Obviously Night Tube is so vitally important to London... A very inefficient way of providing transport to a comparatively small number of people. You can't really come to that conclusion after one night of operation. People tend to build their lives around physical infrastructure and plan their whole days and nights around public transport so someone who is used to always getting the last train or gets a night bus/taxi etc wont immediately change to the night tube for a while if at all unless they can see a benefit from doing so. Also only services operated on the Central and Victoria lines. When services commence on the Jubilee, Northern and Piccadilly lines people will likely use the Central and Victoria lines more to change on to the other lines/come from the other lines to access wider range of destinations and even though publicity was wide spread probably quite a large amount of people still aren't aware that night tubes operate.
When the service expands to the SSR are there any rumours as to which lines will have a service and will the service soon operate on a Thursday as for most people now its an extension of the weekend.
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Post by will on Aug 16, 2016 11:12:15 GMT
I've just noticed from Londonist doing a video on the running of ghost services to simulate night tube they had to "change the whole signal system round on the Central line". Does anyone know why the signals have to change and is this because the line wont be operating in some sections that will be shut down. Thanks
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Post by will on Aug 14, 2016 11:17:15 GMT
Does anyone know how the gost services that ran Friday and Saturday went? Thanks 😃
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Post by will on Aug 13, 2016 9:41:13 GMT
Who's responsibility is the upgrade Alstom or London Underground? Thanks
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Post by will on Aug 10, 2016 9:02:46 GMT
Very interesting comments here. I suppose that there is no short term solution to the shortage of 92's whilst they undergo refurbishment and will likely continue to in future so that these units meet RVAR. However, whilst the lack of growth along this section can be attributed with restrictions imposed by the Green Belt, these three stations are in Zone 4 and their isolation and lack of influence is a result of poor service. It's nearly a decade since these stations were reallocated from Zone 5 to Zone 4, how can it be that these areas are still poorly served by any transport, weather it be bus or tube. Rumors did circulate of plans to reinstate the Shuttle and have two 4 car 1992TS units. Whilst this is all speculation, I for one would have no objection to this, provided that the frequency was no less than 4tph. It would be an excellent idea to split a 92 in half as many have middle driving cabs and have at least one shuttle (4 cars) Woodford - Hainault all day with the other shuttle operating in the peaks. That was no on would really have to plan their lives around the woeful 3 TPH service and could catch a connection at Woodford with ease that would be really quick and convenient.
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Post by will on Aug 5, 2016 19:40:48 GMT
Does that now mean the station is one of the select few that have step free access? Yes, although I *believe* (Don't quote me, I've not had the chance to check for certain yet!) that it's manual boarding ramps to get off trains. Is this just before the last of the D stock go or do they need to install platform humps or something?
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Post by will on Aug 5, 2016 18:42:39 GMT
Crossrail in the core section Paddington - Abbey Wood/Stephany Green Junction is being signalled using CBTC and will be capable of running a frequency of 30tph if required with a likely increase of 3tph on the eastern branches.
With the seating it does seem sensible to provide some groups of 4 seats as on the S8 stock, but unlike the Metropolitan Line where there are a group of 4 seats on one side of the train and the normal transverse seats on the other side this doesn't look to be the case on the class 345's. I really hope this doesn't have too much of a detrimental effect on station dwell times, as while this wont be much of an issue outside the core it will be a significant issue in the core. Other systems that have groups of seats i.e Merseyrail and Washington Metro have constant problems with long dwell times due to there being little space initially when people have boarded the train to move inside and people boarding and alighting in some cases in single file.
The whole debate about what is it a tube or NR line isn't really important as the fact is the line is being treated as a tube line and rightly so as this is how many of those using it will perceive it to be. Its a relatively high frequency line that will have deep level stations in central London, will appear on the tube maps, will have tube style signage and will be fully integrated with the tube in the cases of interchanges and station staffing arrangements at locations such as TCR.
Firstly, the service frequency may well go to 30tph through the core but here is no way that is sustainable west of Paddington without the installation of 2 dedicated tracks in addition to the present 4 at least as far as the junction to Heathrow (and I have doubts over 15tph east of Stratford too). As I said before Crossrail is not a tube line - you show me a tube line that has to also handle several heavy stone trains a day and also cope with InterCity and regional trains during disruption. Appearing on the tube map doesn't somehow imbibe a line with magic proprieties to do what is not possible (or illegal in terms of NR discriminating against other operators to give Crossrail priority access) - and no amount of PR will change that. As Endfield line users are finding out, the competing needs of the national rail network simply do not allow anything close to a 'tube style frequency' to be provided due to the need to accommodate other TOCs needs - regardless of whether it happens to feature on the 'tube' map, have TfL roundels, etc. TfL can say and print what they like, but its not 'their' railway outside of the Royal Oak - Pudding Mill Lane / Abbey Wood, however much they pretend it is. Secondly with Respect you are taking London centric view. Reading, Twyford, Maidenhead, Taplow or Burnham are a significant distance from London and if they are to be served by Crossrail then Crossrail should be considering their needs as well. To effectively tell users "we couldn't care less about you" is pretty disgraceful - particularly as unlike the residents of the GLA area , they have no way of making their views known through the electoral system. Had Crossrail gone no further west than Heathrow or Slough and thus truly been a London centric railway then a total high density layout would have been far more acceptable. As things stand however the decision was made to extend Crossrail out as far as Reading and that should come with consequences in respect of train design - however much Londoners might not like them. I wasn't suggesting that Crossrail is a tube line in anyway but that it is being treated by many and is being designed in a way to make it to customers look like a new tube line and rightly so as that's how the vast majority of customers will see it. Even the existing sections of railway such as the Sheffield branch will likely to be treated tube line like by customers who use it now and will in the future as although branding doesn't change the reality that the line isn't NR it will be treated less like an NR line as soon as the Elisabeth line is running. Crossrail running 24tph will have a service frequency that is very similar to many tube lines i.e the Piccadilly & Northern lines that both also operate 24tph. Actually it is TFL's railway as they are the party that have allowed MTR the future operators to run the concession for the line and MTR operates the railway on their behalf. Also don't TFL own most of the central London infrastructure admittedly not the eastern and western branches.
I also wasn't suggesting that all groups of seats are to be dispensed with due to the needs of central London passengers just that they should use the Metropolitan Line where there are a group of 4 seats on one side of the train and the normal transverse seats on the other side this doesn't look to be the case on the class 345's that likely will increase dwell times and will cause delays for all customers not just those in central London.
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Post by will on Aug 4, 2016 19:41:04 GMT
TfL needs to change the name. New Tube For London? really? How 'new' will it sound once these units reach 40 years in service. It's a name adapted from a previous failed project from a previous failing mayor. There wasn't any problem naming the Victoria Line stock '2009 Stock' 2 to 3 years before Bombardier starting manufacturing... What about 2023 Stock? or Standard Stock MkII Well given how TFL have been renaming projects lately (SSR upgrade into "4 Lines Modernisation" and Croxley Rail link into the "Metropolitan Line Extension" it likely wont be long before they rename the NTFL project with some other ghastly name like D stock for deep tube - I sadly wouldn't put it past them . The best we can reasonably hope for is something along the lines of the 2023 stock once someone makes their mind up when it is to be delivered.
Just as a matter of interest how to train stocks get their title i.e 2009 stock?
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Post by will on Aug 4, 2016 19:30:15 GMT
Whenever there is a signal failure on the Bakerloo its normally always on NR territory north of Queens Park. Why does this line suffer from so many signalling problems and is Network Rail actually doing anything to address the problem as surely LUL must be putting some pressure on them. Thanks
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Post by will on Aug 4, 2016 16:16:47 GMT
So will the 345's have Wi Fi? I believe they will. They will also have 4G mobile connectivity. In relation to "plug" doors will there have to be a larger gap between the PEDS and the train to allow the doors to swing open and will "plug" doors be suitable for obstacle detection systems like sensitive edges. Thanks
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