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Post by scheduler on Sept 17, 2019 23:26:55 GMT
Moorgate reversing has to be done in one platform. Required layover for a stepping-back reversal is 2.5 minutes. I doubt the platform re-occupation after departure of a northbound train over the crossover will be as good as 1.25 minutes, so I doubt 16tph is achievable.
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Post by scheduler on Sept 5, 2019 0:15:52 GMT
It's becoming quite common for trains to be missing in the morning peak on the west from e.g. Holloway, leading to 5 minute or even 7.5 minute gaps in the service (nominally every 2.5 minutes I believe?). The east invariably has even larger gaps, and trains curtailed to Wood Green (already, at 7am!). There is a train booked to reverse at Wood Green, at 06:48. That's a rusty rail move, as we call it. The Picc recovery after incidents is difficult compared to other lines, partly due to its length. Compounded currently by the stabling of a rail grinding machine at Down Street Siding during the day, precluding the sidings use for service reversal during disruption. For example, the average time to deal with a customer under a train incident is approx one hour, yet the time from one end of the line to the other is more like 1h30m, this means that when trains get moving again rather than being back onto their reverse working, they are at almost the wrong end of the line, with very limited turn back places - only Hammersmith and Wood Green (and Arnos Grove for Cockfosters services) being viable options for short workings, with Kings Cross as an emergency turn back due to a line blockage. I have been in the control room and seen Acton Town - Uxbridge shuttles implemented as a stop-gap measure by line control in an effort to try and get everything else back right. There is lots of "bunce" in the running times of most services in order to build in robustness into the service. i.e. A train can get back from 8 minutes late to on time within one trip, meaning less intervention is needed by service control - this is actually a positive trait of the timetable, it is designed to hold the service together. Whilst it may not be the most desirable thing, it is in the wider sense beneficial. Large numbers of No Operator Available for trains is, as mentioned, earlier in the thread an ongoing issue. They tried to plug the gap by offering Night Tube drivers, the opportunity of going for full working, but this then means you still have to train-up replacement Night Tube drivers, so it was a stop-gap measure. And finally there's the other obvious issues the stock is old, and so is the signalling. New trains are on order. New signalling system expected to follow eventually - but funding? In the meantime PICU control/signalling system is being brought in which sits over the top of the older signalling, it is rather good at regulating the service / holding trains to time - again as mentioned earlier a benefit really. Hold time is often scheduled approaching Cockfosters due to the complex timing of train moves in and out of this station.
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Post by scheduler on Sept 1, 2019 11:27:19 GMT
Totally agree with what's been said. The logistics issue regarding trained operators is the biggest issue.
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Post by scheduler on Aug 28, 2019 18:41:12 GMT
Well at the moment, yes, but is is only Wednesday, they might change their mind tomorrow! Sorry for the sarcasm, but it is an incredibly complex section of track, and I think therefore there's a high chance of it not going to plan, in my opinion. But we shall see what happens.
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Post by scheduler on Jul 24, 2019 17:53:47 GMT
There is a benefit to LU owning the Wimbledon branch, even if it is NR signalling and power, and that is South West Trains running on the branch have to schedule round LU services and not the other way around. This is not necessarily the case on other sections of shared track.
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Post by scheduler on Jun 17, 2019 22:13:17 GMT
The replacement bus service to Olympia is still very much a feature of the timetable office's output. I can't remember a time in the last 2 years when a train service ran on a weekday. It is Saturdays, Sundays and on public holidays, if there is no engineering work, such that a normal Saturday service can operate. With the major rebuild work at Olympia of recent times, I don't think there has been an event large enough to warrant a train service. Ideal Home Exhibition? Nope, for that you just double up the bus service to 15bph
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Post by scheduler on Jun 17, 2019 21:45:12 GMT
As there is a Hammersmith to upminster service being run this weekend via kings cross, how is this being set up on the S stock? Are they running as h and c trains to Hammersmith, but at aldgate east, switching to district line trains? For the return going westbound, I would guess they run as district line trains to barking, and then switch to being h and c trains to Hammersmith from there? Crew changes are being done at Barking. It is possible to setup code 407 at Upminster, which is actually the H&C code for “Barking to Hammersmith H&C” but although the outside displays will show “Hammersmith & City Line - Hammersmith - All stations” the digital voice will not be activated until it finds the true line of route st Barking WB. In the opposite direction there is no code from Hammersmith-Upminster, so either Aldgate East or Barking would suffice then Upminster. <iframe width="24.40000000000009" height="8.240000000000009" style="position: absolute; width: 24.40000000000009px; height: 8.240000000000009px; z-index: -9999; border-style: none;left: 15px; top: -5px;" id="MoatPxIOPT0_657859" scrolling="no"></iframe> <iframe width="24.40000000000009" height="8.240000000000009" style="position: absolute; width: 24.4px; height: 8.24px; z-index: -9999; border-style: none; left: 1159px; top: -5px;" id="MoatPxIOPT0_47988526" scrolling="no"></iframe> <iframe width="24.40000000000009" height="8.240000000000009" style="position: absolute; width: 24.4px; height: 8.24px; z-index: -9999; border-style: none; left: 15px; top: 348px;" id="MoatPxIOPT0_30478956" scrolling="no"></iframe> <iframe width="24.40000000000009" height="8.240000000000009" style="position: absolute; width: 24.4px; height: 8.24px; z-index: -9999; border-style: none; left: 1159px; top: 348px;" id="MoatPxIOPT0_42740933" scrolling="no"></iframe> Seems my timetables worked for the weekend then. The re-stabling on the Friday night / Monday morning was the most complex, with 5 trains to move.
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Post by scheduler on Jun 17, 2019 21:38:51 GMT
Did I see an automatic train on test travelling between Chiswick Park and Turnham Green on the slow? Very possible, there was a once every 2 hours shuttle S-stock test train running between High St Ken and Ealing Bdway on both days.
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Post by scheduler on Jun 17, 2019 21:34:31 GMT
The Rail Replacement Bus Service for the Richmond branch closure is the same rail replacement bus timetable that has operated since Jan 2018, and this is the first time there has been an issue. Perhaps there was some event on that caused an unusally high demand.
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Post by scheduler on Apr 22, 2019 18:18:34 GMT
Is the intention to bring in WTT70 likely to change with the top brass moves? I doubt it as compilation is probably already in its early stages. Think "early" is an underestimate. "is already commenced months ago" would be a better description.
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Post by scheduler on Apr 22, 2019 18:10:03 GMT
The replacement bus service to Olympia is still very much a feature of the timetable office's output. I can't remember a time in the last 2 years when a train service ran on a weekday. It is Saturdays, Sundays and on public holidays, if there is no engineering work, such that a normal Saturday service can operate. With the major rebuild work at Olympia of recent times, I don't think there has been an event large enough to warrant a train service.
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Post by scheduler on Mar 4, 2019 18:16:08 GMT
Well there'll be multiple trains to one eastern branch destination tonight, as there is a closure of the loop between Leytonstone and Newbury Park. Really helpful that! I suppose since there are references to a police investigation that someone decided to go on the track in front of a train. And I should thus be thankful that I squeezed onto a TfL Rail service at Stratford with next stop Ilford, the first one on the platform when I arrived there, and that there are lots of buses to Gants Hill.
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Post by scheduler on Feb 23, 2019 19:29:07 GMT
There is a Met Rayners Lane siding reversal in the published timetable - a "rusty rail" move. In this case to keep driver knowledge.
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Post by scheduler on Jan 31, 2019 20:27:57 GMT
I'm off today but I'll have a look on Trackernet Replayer tomorrow when I get into work and see what was going on. The timetable order from WTT69 shows train 124 Epping , 107 Newbury Park, 2 Epping, 113 Woodford via Hainault, 112 Debden and then 7 Hainault via Newbury Park - the timetable plan is to alternate between the branches. What appears to have occurred is that they are slightly late (as 124 should pass Holborn at 18:00 1/2) and out of order with train 107 four trains behind its timetable slot (hence reversing short at Leytonstone). This alone would have given two Epping trains in a row, but trains 113 and 112 were also out of order and instead ran 112 then 113 which will have led to the third consecutive Epping Branch train. No consolation but there are then a pair of Hainault branch trains 117 and 7... Aren't the line controllers supposed to stop that happening and start doing some train re-forms, to artificially re-create the correct order. This is by no means a one-off, I have seen this sort of thing happening relatively often recently. Sometimes in my favour, with 3 or 4 trains for the loop branch together and sometimes against me with 3 or 4 Epping branch trains together. If the timetable says alternate, and you end up with one pair followed by another pair, OK. But 3 in a row for 1 branch, is sure to spell potential overcrowding problems through the core in the peak.
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Post by scheduler on Nov 10, 2018 17:56:34 GMT
So what happens if there isn't a member of staff available (e.g. it would take the station below minimum staffing levels)? Hope the DRM shows up fast.
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Post by scheduler on Nov 6, 2018 0:26:48 GMT
Am not surprised Siemens beat Bombardier - all the new trains for London Overground, Crossrail, Thameslink that Bombardier have had on order were delivered late. And LU what their new Picc trins on time.
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Post by scheduler on Nov 6, 2018 0:23:26 GMT
Very odd - seems the sort of thing timetabling would measure, but as far as I know, we aren't!
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Post by scheduler on May 17, 2018 21:30:10 GMT
Same happens southbound on Bakerloo NR stations heading for Queen's Park, it lists all the stations individually to Queen's Park, then just tacks Elephant & Castle on the end, making no mention of any stations in between.
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Post by scheduler on May 15, 2018 23:54:35 GMT
And of course District trains would still need to run to Ealing in order to access the depot. That suggests the District will no longer serve Ealing Broadway. I've never worked the District or Piccadilly but I'm pretty sure the depot can be accessed from Acton Town so District line trains can access it from there rather than having to go to Ealing Ealing depot has direct exit to Acton Town eastbound only. Trains stabling must enter from the west, i.e. run via Ealing Broadway to reverse. The plan (hope) is to rebuild the tracks around Ealing Common / Acton Town to provide direct entry to the depot from the Westbound Local lines for District trains. The plan is (as stated) to transfer Ealing Broadway service to the Piccadilly, and remove this branch from the District - but as already spotted District trains will still need to run to/from Ealing Common depot. Though when leaving the depot they will not need to mix east and west exit, they will just all exit eastwards to Acton Town. A reversing move at Ealing Common westbound platform into the depot is possible, but very rarely done as the de-training and reversal 5 minute minimum is not a good idea on such a critically busy section of track. Blocking a Piccadilly train or an engineers train running down from Ruislip would not be a popular move. And there's 3 platforms at Ealing Broadway, so all District's stabling for the night reverse there.
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Post by scheduler on Apr 30, 2018 22:43:22 GMT
Why is there a new TfL Rail train hanging around Stonebridge Park / South Wembley sidings?
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Post by scheduler on Apr 30, 2018 22:41:59 GMT
I suspect interworking with the District line presented a few problems.
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Post by scheduler on Apr 30, 2018 22:38:26 GMT
I don't expect the platform will be physically barrier closed, it is just not timetabled to be used during the peaks. Yes the peaks are now only using 2 platforms at Stratford, and yes that is to allow management of the stepping back. A 3 platform stepping back would also increase costs even more, as it would require more train operators and give longer layover times at Stratford, and possibly an extra supervisor to manage the stepping back. (It is also the preferred option for Morden as well, stepping back on 2 of the 3 platforms.) I expect the detrainment at West Hampstead, as it is timetabled, will be platform staff assisted so it can be accomplished quickly. Perhaps worth mentioning that one of the constraints placed on the new timetable was to achieve longer peaks, without more trains and without any significant increase in driver hours (I believe this is of the order of 1%). Worthy of note - and much more positive change in WTT 15 is the increase in the length of time during which both morning and evening peak service will run for.
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Post by scheduler on Apr 14, 2018 17:21:51 GMT
Well a split Northern line would at least remove half the hilarity of watching thoroughly confused tourists.
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Post by scheduler on Mar 23, 2018 23:34:00 GMT
Why the switch?
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Post by scheduler on Mar 14, 2018 0:50:47 GMT
I just can't see any logic in it. Why would you run a Hainault via Woodford followed by a Hainault via Newbury Park, when the only logical reason to run Hainhault via Woodford would be a blockage eastbound between Leytonstone and Hainault, that means by running the loop the opposite way you can maintain westbound service via Newbury Park.
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Post by scheduler on Mar 14, 2018 0:27:18 GMT
In theory anywhere with non-automatic signals is a good regulation point, because the signaller can hold the train at red, until the appropriate time. Since Piccadilly Circus has a reversing shunt, I can make a pretty good bet on its signals not being automatic. More to the point - what caused the Bakerloo to have an 8 minute gap in service when in the middle of a weekday it should be running a 3 minute service or better?
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Post by scheduler on Feb 19, 2018 18:34:53 GMT
The 378 replacement on Watford DC, which was going to enable the introduction of the 4tph service has been pushed back, or at least the 4tph timetable change has. 4tph new timetable is going to be May 19 and not Dec 18. This would rather suggest there are either build or delivery issues with this fleet.
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Post by scheduler on Feb 5, 2018 22:29:53 GMT
Hypothetical question but it is a situation that could potentially arise. What would happen if a Night Tube train accepted an incorrect signal onto a branch that wasn’t operating I.e. a Piccadilly Line towards Ealing Common, and it wasn’t possible to set back past the signal? Presumably the passengers couldn’t be detrained at Ealing Common because it would be closed. In theory the traction current would be off - so basically you are going nowhere.
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Post by scheduler on Feb 5, 2018 22:14:16 GMT
Surely it’s possible to reverse a 10 minute service in the platform at Baker Street. For years and years the H&C used to reverse 8tph in the single bay platform at Barking. It just requires a prompt turnaround. If it were, we'd be doing it! A bay platform is designed for reversing. A single through running platform with a shunt move is not, they are entirely different. Shunts, as at Baker Street, involve moves that interfere with one another. Bay platform reverses, as at Tower Hill or Barking do not.
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Post by scheduler on Feb 2, 2018 22:56:33 GMT
It's a numbers game. In theory the south side of the circle should have a normal service. But the District numbers are set up to have a Circle through the southside every 10 mins. But we can't turn a 10 minute service at Baker Street, they tried it once - and it didn't work apparently. Probably the complex shunt move and only 1 platform useable is the issue. So the solution is to keep the District southside of circle timetable the same and the east end the same and run the circle and H&C via the southside to make up the every 10 minutes. Then all you have to do is even the Met's out between Baker Street and Aldgate to fill in the gaps left by a missing H&C service. High Street Kensington is going to be very busy with all 4 platforms reversing trains. But on the other hand the layout allows District to use platforms 3 and 4 as a terminus with crossovers available from both lines in and out. The same is true of platforms 1 and 2 for circles. So it is an eloquent solution that requires the minimum of alterations to the service on the branches of both Met and District.
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