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Post by scheduler on Apr 10, 2024 19:08:07 GMT
72 stock with shoes removed will be guided by engineering battery locos for power at either end. These locos are Central Line signalling compliant. It will probably operate in Eng Hours anyway, but that's the way they can round the compliance issues.
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Post by scheduler on Apr 10, 2024 18:56:04 GMT
The timetable for the terminate service at GOG laid out all trains, including those going out of service, to reverse in 2 and 3 with stepping-back on all trains, including trains going to the depot. Operationally it was found that trains for depot tipping out in GOG 2 and 3 and proceeding to the depot was very confusing for passengers. So line operations decided to instruct the trains going to depot tip out at Hampstead and do the shunt via 26 road into platform 5 in order to do their step back, with platform 5 being blocked out of use for passengers. Any trains that it was decided to not step back can just reverse in 26 siding. The operation of the timetable during the closure north of GOG has been hampered by a forest of TSRs across the line.
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Post by scheduler on Mar 7, 2024 2:46:02 GMT
The problem with the TRV is not it running, but it actually recording data. The 72 stock at Ruislip is planned to be run around on the Central, with or without assistance from other bits of engineering trains, battery locos, etc. in order to collect some track data and get the TSRs lifted. West end of line upto White City is for obvious reasons a lot easier to do than the rest of the line.
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Post by scheduler on Feb 15, 2024 1:20:20 GMT
We try to put Northfields reversers through the local westbound platform at Acton Town, and keep it on the locals to Northfields, where it can detrain without impeding Heathrow services, and then shunt via the depot without crossing in front of the Heathrow services. This can be tricky to maintain late at night, when there's more than the usual every 10 minutes of District Line services through the locals at Acton Town, so there might be an occasional Northfields reverser/terminator through the fast lines at Acton Town. The eastbound local line between Northfields and Acton Town is almost never used in regular service, except for a rusty rail move in the timetable. The eastbound local is often used as a test track for various special trains that require testing.
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Post by scheduler on Feb 15, 2024 1:10:24 GMT
What service is being run in tph on the line during the closure? Are more trains running to Uxbridge/Rayners Lane as a result? And where would the trains for that come from? Northfields Depot is closed, so near enough half the fleet is unavailable.
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Post by scheduler on Feb 4, 2024 17:49:22 GMT
At about 16.45, that would be peak service. Peak service Bank-Holborn should be a train every 1.75 mins. So a 10 minute gap would be about 6 trains missing.
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Post by scheduler on Jan 3, 2024 21:54:07 GMT
But the Bakerloo has actually more problems than the Picc. Older signaling, much more curved track in tunnel sections, an annoying single ended little depot, with the other depot, being no better than just a set sidings. E&C sidings requiring proper walkways to become usable again. And so the list goes on. It really is a marvel that line and the 72 stock are still running at all to be honest!
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Post by scheduler on Dec 25, 2023 21:45:52 GMT
Platform 4 and Platform 5 are the only 2 platforms connected to the depot. Platform 3 by-passes access to the depot. Platform 4 cannot be used as a bay reverse platform, because it is not connected to the southbound running line. A train has to shunt forward out of platform 4 to reverse out via platform 5 to go south again. Platform 4 is mainly used to terminate northbound trains for the depot or for reversing the staff shuttle trains to/from the depot.
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Post by scheduler on Dec 25, 2023 21:34:03 GMT
I often can't hear half the announcements on the Central Line because the train's making too much of its own noise in the tunnel.
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Post by scheduler on Dec 25, 2023 21:25:16 GMT
Maybe it would be better to order new trains for the Central Line, by adding on to the end of the Picc Line and Bakerloo Line orders. Oh wait, that'll take 3 years or more before delivery could begin. Central Line service is indeed annoyingly unpredictable, especially for those of us that live along it. At least let's have it so the only reason for cancelling trains is stock unavailability and not no crew available.
They should have ordered replacement for the Central Line fleet along with the Picc and Bakerloo Line trains, and they should have been rolling out the new Central Line fleet next year, but delay, COVID, delay, delay and we are now in the mess that was predicted in over 5 years ago.
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Post by scheduler on May 7, 2023 6:28:09 GMT
There's no way the station would be unstaffed. The fact the train was half-way out of the station before it came to an emergency stop, will mean the train's driver would be unable to release the doors, as obviously half the train would be in tunnel, and one certainly wouldn't want passengers wandering around in a tube tunnel with traction current on. All the lights on the train later went out, probably because the driver called control and asked for traction current discharge. I'm not familiar enough with the Northern Line stock to know if there are individual external door release handles that could have been operated - if there are, then a member of station staff on the platform would have been useful. To be very clear there was no fire, just brake dust blown into the carriage.
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Post by scheduler on Oct 2, 2022 21:09:39 GMT
I think the Elephant upgrade was part of the proposed Bakerloo extension. Since the Bakerloo extension has been put on ice, so is the Elephant upgrade.
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Post by scheduler on Sept 12, 2022 19:35:36 GMT
At Epping there is a preference for one of the platforms over the other as that is the side where the entrance/exit is, so if that platform is empty, trains will always go there. The second platform is only used in the peak when 2 trains are at Epping at the same time.
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Post by scheduler on Sept 6, 2022 23:11:54 GMT
I'd just be happy if they had enough, correctly positioned that you can actually read them from anywhere on the platform. Impossible to read the Gants Hill westbound one when you are at the other end of the platform getting on the front of the train.
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Post by scheduler on Aug 24, 2022 20:41:37 GMT
The Met has a significantly large interworked section with Circle. The new WTTs incorporate the final section of Circle becoming TBTC. Then the Picc works at South Harrow got done, so that affects the Met on Pic/Met interworked section, so that caused another new WTT for the Met. Of course the original plan was for the new WTTs due to TBTC coming online to align with South Harrow Sidings completion works. But best laid plans, etc. I suspect with the TBTC sections coming to the Met and further works at South Harrow to be integrated, I doubt this will be the last time that the Met has multiple WTT revisions in quick succession.
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Post by scheduler on Jun 29, 2022 20:30:52 GMT
Victoria Line timetables are written so that the staff train that runs through the wash road, is a different train as often as possible through the timetable. In other words:- Depot stabling road - Seven Sisters (empty), then Seven Sisters to Northumberland Park Staff Platform (Staff train), then back to Seven Sisters, then run empty to stable in the depot. Then do the same with another train. Of course at times of stabling or starting up, a Staff train could be formed at Seven Sisters by a train coming out of main service and equally a Staff train from Northumberland Park Staff platform can enter service at Seven Sisters.
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Post by scheduler on Jun 29, 2022 20:17:59 GMT
There's a limited number of trains can be reversed in the single reversing siding at HOTH. The rest would have to run down to Wembley Park and reverse via Neasden Depot, making use of the flyover to come out northbound. It could in theory be possible to run passenger to Wembley Park and detrain there, but that gives a mixed customer message, and restricts your ability to hold trains and move trains in and out of the depot at will, as you have to ensure the train is empty before proceeding into depot. So I suspect it was considered easier to terminate everything at HOTH.
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Post by scheduler on Jun 29, 2022 20:05:11 GMT
Don't know about that, but I was in a car on the Central Line a few days ago, and it had less than 50% lights working and the door bleepers in that car were also not working. I reported that when I alighted.
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Post by scheduler on Jun 29, 2022 19:30:14 GMT
The current Working Timetable 47 for the Bakerloo Line has a Train Operator Training Path for the crossover. See page 5.
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Post by scheduler on Apr 24, 2022 22:12:00 GMT
I understand some Met trains have been transferred to Upminster to be fixed.
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Post by scheduler on Apr 24, 2022 22:09:19 GMT
Most trains round through Roding Valley in quite some time. Basically there is no Eastern end terminating, they just carry on round the loop and head back west.
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Post by scheduler on Mar 29, 2022 21:39:00 GMT
Is a working timetable change anticipated once SMA5 is bedded in to take into account the faster journey times potentially available in zone 1? Nothing on the horizon. Jubilee to change 15 May Northern 27 June Piccadilly & Metropolitan 18 July. District H&C will probably wait until after SMA 6 (June) and possibly 7. The SMA 5 upgrade timetable for District and C&H was originally planned for May, but it needed the Piccadilly South Harrow works to be finished and for the Piccadilly to have re-started Night Tube. Those works have over-run, so the upgraded base timetable programme, beyond those already listed is "under review". Highly likely to see something before end of this year, but unsure when.
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Post by scheduler on Jan 21, 2022 17:16:31 GMT
Same closure 19-20 March 2022. Not any more, the March closure has recently been cancelled. Replacement buses will operate to Northfields from Hammersmith / Earl's Court. The District Line is also suspended Earl's Court to Richmond / Ealing Broadway.
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Post by scheduler on Oct 20, 2021 19:11:58 GMT
The links talked of would only serve a purpose for engineering trains and stock transfers. Therefore they are simply not worth the investment. If you are thinking of multi-routing trains and splitting them across different lines - that's a big no,no! The way to get frequent high density intense services is for every train to do the exact same thing - and that is pretty much London Underground's focus. Hence the removal of Central/District transfer at Ealing Broadway.
With the exception of Waterloo & City Line all London Underground have a connection to the engineering trains base at Ruislip Depot. Either directly - Central, Picc, Met. Or by existing connections:- Circle/H&C from the Met. District from the H&C or more usually via the Picc and Acton Town junctions. Jub from the Met usually running via Neasden Depot Bakerloo from the Jub (Baker Street) from the Met. (as above) Victoria from the Picc at Finsbury Park. Northern from the Picc at Kings Cross.
It is therefore possible, assuming you have a train of a suitable gauge for LU stock to access all lines.
Thus any actual track connections at locations other those already existing and currently in occasional use by engineers trains / stock moves is never going to happen.
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Post by scheduler on Oct 20, 2021 18:56:32 GMT
If only there was a via option on journey planner.
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Post by scheduler on Sept 8, 2021 18:06:16 GMT
Just because the line can theoretically achieve 32tph, does not mean it is wise to schedule it. Rolling stock available, probably insufficient for a start, and even if not, to put a timetable at absoloute maximum capacity is going to give you a 90% chance that on any given day by the end of the peak that the whole line is running late. It just does not make sense to do that. Every timetable should have some slack, somehow, for robustness.
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Post by scheduler on Aug 27, 2021 21:57:29 GMT
I also wonder how this proposal is supposed to lead to claimed "increased train crew utilisation and reduced empty train mileage."? That is relatively simple, empties to/from Richmond that would ordinarily run to/from West end of Lillie Bridge need only go to Chiswick Park, this is less empty running. There are also some trains early/late that run to/from West end of Lillie Bridge from Ealing Broadway, although westbound they enter service at Barons Court and eastbound detrain at Hammersmith, I still think there's less empty running if the trains are at Chiswick Park. Also the main stabling to/from Lillie Bridge out of the east side via Olympia, is about 9 minutes train travel time from Earl's Court, not counting driver having to reverse at Olympia, whereas running to Parsons Green takes 5 minutes, even if a reversing shunt move is required, that must be less empty running, especially as you could potentially be in passenger service until Parsons Green.
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Post by scheduler on Aug 27, 2021 21:40:05 GMT
Timetables issues a memo to all line and station management affected 4 weeks in advance of closures. The information should be getting through to everyone concerned.
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Post by scheduler on Aug 13, 2021 17:45:09 GMT
Engineering trains can not run during traffic hours until SMA5 is commissioned regardless if the vehicle is CBTC equipped or not No train should be authorised to run on LU tracks without timetabling office OK'ing a path for it. In passenger traffic hours, this would need to be by requesting a Special Trains Notice be issued. If this had been done, then Timetables office would have verified the train was CBTC enabled before issuing the notice. No such request was received by the Timetables office, so one wonders how the train got out of the depot in traffic hours in the first place.
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Post by scheduler on Aug 11, 2021 23:07:14 GMT
Several last train connections are published as such, throughout LU timetables. And the timetable page itself has a column note directly referring to the connections listed in the front pages. Great care is taken when engineering works are operating to update information relating to trains involved in last train connections, or better still leave them in their published timings in the section where the connection applies.
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