roman80
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Post by roman80 on Apr 26, 2019 17:11:41 GMT
Passing through Bank at about 5:30 the recorded announcement about the delays was "very strongly advising" people to "avoid the Central line if you possibly can", with an announcement I heard once giving details of alternatives (National Rail, TfL Rail and Overground from Liverpool Street, District line for Mile End, DLR for Stratford, etc) and staff on the DLR platform were advising how to get to Stratford when announcing every train. This is not the first time I've encountered severe delays on the Central during the evening rush hour while I've been at Bank, but it is the first time I've heard so much effort being given put in to directing people to alternatives. I think gaps of 10 minutes were mentioned at one point but I'm not sure, which would certainly make for packed platforms and trains. The previous evening wasn't too good for Bank either. The Jubilee suffering with a broken train at Canary Wharf sent thousands from Canary Wharf to Bank on the DLR. The crowd control in the DLR passage was very good though, plenty of announcements and advice, such as Monument was a better exit if Bank was the final destination. Ever since my first day in London in 1994 I have been amazed how much is built under Bank given the tiny ancient street entrances.
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Post by roman80 on Jan 9, 2019 14:14:23 GMT
I do exactly what you mention ad1992. I have a set of noise cancelling headphones I purchased for overnight long haul flights that now use daily with the noise cancelling on but often no music. Some stations and platforms are becoming unbearable due to repeated high volume announcements of the obvious by platform announcers. Canary Wharf of an evening and Westminster jubilee eastbound of an early morning are my two most annoying. In the latter case the platform was not even attended for decades.
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Post by roman80 on Jan 7, 2019 16:46:20 GMT
How do you know what their PM said? Or do you mean you've sent your own PM; if so to whom as I've not received a copy. The latter. For the first time ever, I managed to get a quiz answer, and given I was in Australia about to fly back, I didn't think it was appropriate to spoil the fun for others because I had a time zone advantage. As I have never responded before, I forgot the protocol to message all quizmasters, and wrote to Colin D. Later, sitting on the plane, I saw goldenarrow's post a PM had been sent, and realised I should have mentioned that also. Sadly, didn't have time before takeoff to type a post, so merely 'liked' goldenarrow's post.
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Post by roman80 on Jan 6, 2019 8:38:21 GMT
+1 for PM
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Post by roman80 on Nov 13, 2018 22:06:27 GMT
I wonder what sort of modelling and simulation results have been obtained or will be obtained for a junction like Earls Court. How far are away from places like Earls Court could trains potentially be subject to speed and dwell adjustments to give them a smoother pass through the junction(s)?
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roman80
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Post by roman80 on Nov 11, 2018 10:17:53 GMT
The 30tph circle seems to indicate an attempt to figure out how many trains could be absorbed at a maximum? Having used Canary Wharf jubilee station since the day it opened (with a limited service to Waterloo I think as the two sections were not joined), it really is an interesting station for somebody to study dwell times and passenger flow in. In the evening peak, 515pm to 615pm at Canary Wharf, I feel dwell times are increasing due to a change in passenger behaviour. Since about 2006 in the above window, the limiting factor as to when a westbound train leaves is that the train is absolutely full and no one else can board. While the number able to fit on a train hasn't changed (I've put on ten kilos, but that's just me), mobile phones have made a change in my view. People walk onto trains more slowly than they did 15 years ago. I am now over 50 with bad knees caused by lifting heavy weights and early osteoarthritis. Yet, I see people half my age dawdle into trains slower than me at Canary Wharf. Some are easy to see why: they are looking at their phones while boarding (I notice this more at PED stations) while others stop as soon as they take two steps into the train to check their phone. This effect closes up the gap between trains. I can see that by checking the train indicator board when alighting at Westminster or Green Park to change: the gap between trains shows as smaller than it showed while waiting at Canary Wharf. In the evening peak, whatever gap/frequency line controllers are releasing trains from Stratford and North Greenwich, Canary Wharf dwell times normalise and evenly space out the service. October this year has seen a few occasions where very aggressive crowd control outside the station has meant trains between 530 and 6pm have left the station with spare capacity, but that is a recent and rare phenomenon (which should also be looked at). I also find the timing of the survey interesting. Over 20 years I have noticed that the heaviest loadings of the year at Canary Wharf are in October and November, as no one is on holiday. Schools are in session, the ski fields are not open and most Canary Wharfers are just back from a beach holiday, everyone is in the office.
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roman80
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Post by roman80 on Nov 5, 2018 20:49:03 GMT
Software aside, how is the trackside hardware installation progressing?
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Post by roman80 on Oct 26, 2018 16:21:29 GMT
Click/tap here if embedded tweet fails to display. Just how will Tfl find the money to repay this loan. Probably by kicking the can down the road by borrowing more in the debt capital markets. Tfl is the largest public sector issuer of debt in the UK after the DMO (Debt Management Office). I am away from a Bloomberg terminal as out of the office, but will try to check the exact figures of their borrowings over the weekend.
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Post by roman80 on Jun 30, 2018 8:14:17 GMT
What are the reasons the trains can't stable overnight with the doors open?
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Post by roman80 on Jun 19, 2018 19:12:18 GMT
What percentage of trains have been modified for CBTC to date?
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Post by roman80 on Apr 10, 2018 21:30:51 GMT
I certainly would favour bringing the 45 second hold on S stock down. Summer and winter it's a waste of energy, and particularly at stations with long dwell times due to padding in the timetable or driver changes such as Earls Court, it makes sense to bring down. Especially now as most passengers know a closed door can be opened if the button is lit, on a held S stock train.
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Post by roman80 on Mar 15, 2018 18:25:05 GMT
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Post by roman80 on Mar 9, 2018 18:32:21 GMT
There has been a fault at PG which is being rectified tonight hopefully which is actually caused by defective equipment in the Sidings at PG. Unfortunately due to LU’s access rules it’s difficult to rectify faults quickly as you can appreciate LU like to run trains with little delays to change the said equipment takes a couple of hours. Thank you.
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Post by roman80 on Mar 9, 2018 10:48:11 GMT
There have been signal failures between Parsons Green and Wimbledon for the past three evenings. What is causing them? This seems one of the more unreliable sections of the line, yet is a long way down the upgrade list.
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Post by roman80 on Mar 8, 2018 5:38:11 GMT
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Post by roman80 on Jan 20, 2018 17:43:51 GMT
Is it just me, and I don't have access to internal information, just my own travel experiences, but train breakdowns seem to be increasing (two in two days on the Jubilee in peak times last week that affected me). Also, district line signal failures seem at least a daily occurrence in the past month. Are things being serviced less frequently due to less money coming in (fares freeze, changes in bus tickets etc.)?
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Post by roman80 on Jan 1, 2018 22:17:03 GMT
Are the track infrastructure upgrades in the vicinity of Earls Court now done, or is further work anticipated?
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Post by roman80 on Dec 23, 2017 10:01:42 GMT
It seems crazy that these works are going ahead with the Picc used as the alternative route when it has been so unreliable recently - when it breaks down (as I'm sure it will at some point on these days) where do people go? Of recent weeks, the district has seen almost daily issues, particularly on the branches west of Earls Court. The Wimbledon branch has seen particular misery of late. I can't remember a worse year on the Western end of district in twenty years for repeated signal failures. It must be close to official Misery Line status also.
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Post by roman80 on Nov 10, 2017 19:07:35 GMT
Actually for those two it was mainly the removal of the old barrier left in place while D stock was running and stopping short of the S7 position. I'm told Putney Bridge 2 Westbound will be done tonight and that one was all about removal of the legacy OPO monitor. And done very professionally. No sign of what was there yesterday at Putney Bridge.
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Post by roman80 on Nov 7, 2017 22:24:03 GMT
any views on the practical number of trains that could be turned at Parsons Green each hour? This afternoon and evening has seen only an Edgware Road to Parsons Green service at about ten minute frequency. That has not been enough and many have been left stranded at Earls Court this evening unable to board the next service despite the trains reaching Earls Court lightly loaded as they have not come along the bottom of the district line from the City. I wonder why more trains could not have been sent from the City. This morning I caught a Tower Hill terminating service from Parsons Green yet in the evening no trains were going to Parsons Green from the City. I absolutely disagree with you! You must have been travelling just when a gap opened up or something. I picked up my train at 1750 ex Upminster and took it to Parsons Green. The previous departure, albeit a late runner, did exactly the same. From Earl’s Court it was “stick to stick” all the way to Parsons Green - service control this evening seem hellbent on running both the ‘City’ and Edgware Road’s to & from Parsons Green. Last night only the ‘City’ trains went to Parsons Green whilst the Edgware Road’s all went to Olympia. Whilst I queued to get into Parsons Green, every other train that passed on the eastbound alternated destinations between a ‘city’ one and an Edgware Road one. Looking at the Service Managers daily log, it seems they’ve been cancelling a double figure number of trains in the mornings , but only 4 or 5 in the evenings. So it would seem there’s a different way of running things depending on who is running the operation. about six thirty from Earls Court, possibly six forty. The platform announcer had to plead with a few people to step out of the train so that the doors could close. Passengers could see on the little screens that there was no next train shown to Parsons Green yet the listing showed trains up to thirteen minutes away, hence the desperation to board.
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Post by roman80 on Nov 7, 2017 20:12:26 GMT
any views on the practical number of trains that could be turned at Parsons Green each hour? This afternoon and evening has seen only an Edgware Road to Parsons Green service at about ten minute frequency. That has not been enough and many have been left stranded at Earls Court this evening unable to board the next service despite the trains reaching Earls Court lightly loaded as they have not come along the bottom of the district line from the City. I wonder why more trains could not have been sent from the City. This morning I caught a Tower Hill terminating service from Parsons Green yet in the evening no trains were going to Parsons Green from the City.
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Post by roman80 on Nov 6, 2017 19:53:51 GMT
Any idea on the chances of service restoration by tomorrow? I take it a lot of trains will be out of position even if the track is deemed ok by morning.
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Post by roman80 on Nov 1, 2017 20:22:51 GMT
I am familiar with that route, but I think there is a road crossing that must be done open to the elements to get to the walkway to Crossrail. It's also far from quick, simple or (at peak shopping times) easy to go that route. Spot on Chris. I went for a little wander at lunchtime today, and take back my view from yesterday it was all undercover. I'd only ever done this walk in the dark and didn't notice the open section on the lower level. I am now a bit taken aback at the lack of practical thinking involved by the architects and whoever approved the design. At roadway level there is a covered walkway from the road, North Colonnade, into the Crossrail building. However, it is impossible to reach its start without being exposed to the rain, and crossing a road. At the lower level I wrongly described as completely undercover, the opposite happens: one can get to the start of the walkway completely undercover, as I described yesterday. However, it is then an open walk into the Crossrail building, though one is walking right below the covered walkway I just described above. The lower level walk is exposed because while the path is below the walkway, the exact area below the walkway footprint is hollowed out so one can see the water below. Hence, one is walking one level below the covered walkway but not directly under it, instead either side of its shadow. I find it amazing such basic common sense is not applied when designing or approving these things. It even gets worse. At the lower level, left and right there are two covered sets of stairs leading up to the road and footpath above (North Colonnade). They do not emerge under the covered walkway but straight out into the rain exposed footpath. Amazing. Meanwhile, back towards thread topic, tonight at 545pm it took 19 minutes from entering the ticket gates at Canary Wharf until I managed to get on a westbound train. Over the past twenty years I have observed early November is the worst for crowding at Canary Wharf as no one is on holiday. However, this broke all previous records. Yet, I was still lucky. Those a few minutes behind me were still locked out of the station by the time I boarded my train.
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Post by roman80 on Oct 31, 2017 22:48:31 GMT
Door to door, Canary Wharf Crossrail and Canary Wharf Jubilee are going to be about the same distance I think, but I'm not convinced that platform to platform Crossrail will be quicker than the Jubilee - and you can't get to crossrail without getting wet I don't think. Certainly from the south Heron Quays will still probably be the better change and I'll probably continue to use that route (changing at Heron Quays/Canary Wharf JLE and Baker Street) to get to Paddington from Mudchute. From memory I think there is a convoluted route to/from the Jubilee West End Ticket Hall via Jubilee Walk, Canada Place and Canada Walk. If that didn't make any sense heres what (I think) the route is vaguely like from the Jubilee over to the Crossrail station. 1.Left hand entrance into Canada Place Mall, up the bank of escalators to level -1, down the corridor until the cross section with the other parade (Canada Place) 2.Right at this intersection heading down until the intersection with Canada Walk facing a set of escalators and Waitrose. 3.Left at this cross and along which gets you to level -1 facing a left hand right angle corner facing a set of escalators and lift that take you up to level 0 on Bank Street 4.Turning left at the corner on level -1 will get you to an escalator and lift that puts you in the middle on the side of the station. I can't recall whether there is a direct link to/from the Eastern end of the Jubilee line station. If there is then its up a set of escalators, left on to Montgomery Walk and Right down Canda Walk etc. In case got the levels of this station completely wrong (likely) here the link for the map of the area (page 2) on which I based the above on: canarywharf.com/wp-content/uploads/2015/12/canary-wharf-guide-november-2015.pdfI think the easiest way to make the change and remain undercover is as follows, expressed as a move from the tube to crossrail: leave the tube via the (main) western ticket gates (under the large advertising screens), head immediately right through the glass doors (do not go up the main five escalator bank to the surface) and up the escalators (there are three escalators here, two face the peak direction: up in the morning, down in the afternoon). Left through the glass doors at the top of the escalators and you will find yourself at Brown's Florist on the map mentioned above. Walk straight down to Goldsmiths Jewellers and turn left. Proceed as far as Whittard. Turn right at the Whittard corner and walk straight, through the next set of glass doors. You are then on the walkway to Crossrail. It's shown as a dotted line on the map but has been open from this time last year. From the eastern side, a similar move past Pret A Manger, making a left at Hotel Chocolat will also work. I have used the shop names as in the map link. However, the turnover of shops in the complex is quite high and many have changed or moved since 2015.
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Post by roman80 on Oct 27, 2017 12:51:49 GMT
I hope this isn't the end-game here, it isn't very ambitious, and as others have commented, is comparable or inferior to levels of service 40-50 years back. Granted, however, dwell times and hence running times are very different now. Anyone else see a massive deficiency with Wimbledon service? 16tph will mean it gets less than Uxbridge (including the pic). Maybe another 8tph Wimbledon - HSK could be added. Yes, I agree re Wimbledon branch deficiency. Most commuters on this branch wish to head on the lower portion of the District into central London and 'the City'. The potential changes actually take a train away from this avenue: 8tph vs current 9tph. However, the more even spacing may mean most people will not notice. At present two 'City' services follow three minutes apart and then there is a larger gap of eight to ten minutes. So, while nine trains an hour, the spacing is currently uneven. The even frequency hopefully will encourage more people to take an Edgeware Road train and change at Earls Court. While the trains from Richmond and Ealing Broadway reach Earls Court more lightly loaded than the City-bound trains from Wimbledon each morning, sometimes the current working timetable doesn't encourage passengers to 'always take the next train to Earls Court'. For example, train 72 and train 65 leaving Wimbledon just before 7:30am: passengers alighting at Earls Court from train 72 find the next City-bound train (train 65) is often too packed to board at Earls Court and were better off waiting at their local station for train 65, which follows 3 minutes later from Wimbledon. The ideal solution for the Wimbledon branch woes may be more 'City' trains at the expense of Edgeware Road/HSK trains. However, the logistics at Earls Court of sending trains from platform 4 to Ealing Broadway or Richmond seem complex. Crossrail may help to balance the loads a little more equally if the change at Paddington to the Elizabeth line is not too lengthy. This may allow passengers from the Wimbledon branch to get to the City (Liverpool St) and Canary Wharf quicker than current options.
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Post by roman80 on Oct 20, 2017 22:10:07 GMT
I presume the thinking regarding Thameslink is that passengers will use that from south London into London Bridge rather than, as at present, use the ELL/JLE changing at Canada Water. If Thameslink serving the Greenwich line happens then this is not impossible. I think though that they are underestimating how many people using the Jubilee line to Canary Wharf will continue to do so as the station is significantly better sited for the majority of offices and for bus and DLR interchange. I think you are right on the last point. I wrote a while back on the breakdown of the commuting habits of the people I work with in Canary Wharf: districtdavesforum.co.uk/post/448555/threadSince this thread started a few weeks ago I have been checking with the same group, and only three of them expect to use Crossrail to and from Canary Wharf. They are from West London and change from the Central line at Bond Street. Another three from the Wimbledon branch want to see the length of the change at Paddington from the District to the Elizabeth line before committing, and think the benefit for them is more that they can board any train in the morning and change at Paddington or Westminster for Canary Wharf. This will give them more options as the Edgware Road trains are easier to board for them from stations like Parsons Green and Fulham Broadway. I continue to be amazed at the growing number of people who change onto the Jubilee from the DLR each morning at Canary Wharf. They may be more likely candidates to use Crossrail from Canary Wharf.
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Post by roman80 on Aug 16, 2017 16:22:06 GMT
TFL should look at this systematically across the network. These can't be too expensive. On the frequent occasions the Jubilee line falls apart in the evening peak, the three nearby DLR stations to Canary Wharf also have inadequate readers. At Putney Bridge whenever Fulham play at home on a weeknight there aren't enough either. Surely portable ones could be used for football games.
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Post by roman80 on Aug 5, 2017 12:31:03 GMT
The plan post-modernisation (4LM) is for 32 trains per hour on the northern half of the circle - 16 Met to Aldgate, 8 Circle and 8 H&C. This is a train every 7½ minutes, 33% more than today. If the Thales automatic signalling system works reliably, and there is no reason it shouldn't once it beds down, as on the now-exemplary Jubilee (and perhaps Northern, I don't use that frequently), then the service should be far better than now. 4LM is now due for completion around 2022, I believe, so only 5 years to wait. Whitechapel to Liverpool Street / Moorgate, Farringdon and Paddington will of course be every 2½ mins peak, 3 mins off-peak, on the Elizabeth line from 2019. So plenty of alternatives. Do you know the post modernisation frequency plan on the south/bottom (district) side and the eastern and western district branches?
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Post by roman80 on Jul 26, 2017 21:41:34 GMT
I see another long close down this Christmas for the district line west of South Kensington (December 25 to 30). Is there more major work planned at Earls Court? Or is another area the main focus?
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Post by roman80 on Jul 26, 2017 12:06:59 GMT
All back to normal from today Is there clarity on the unforseen issue that caused the problem and overrun of work?
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