|
Post by scheduler on Feb 2, 2018 22:38:03 GMT
Unfortunately unless there is service disruption at those times there aren't any trains entering service at Harrow on the Hill, so it is likely to be busy when you try to board. If you want a seat picking up the Bakerloo from Harrow & Wealdstone where the train starts or at Kenton, which is a 5 minute walk from Northwick Park on the Met might be a better bet. Alternatively can you not vary your start time at work? By starting later - say 9.30, you'd miss the worst of the peak and probably have a seat. Getting back in the evening I would strongly suggest changing at Baker Street and joining a Baker Street starter - usually an all stations Watford. Watch out for Wembley events - either concerts or football matches, both the Jub and Met timetables are altered for these, and they can pften wreek havoc with what you thought would be a quieter off peak service. Finally be aware that due to ongoing weekday night engineering works between Finchley Road and Baker Street on the Met - Monday to Wednesday nights have an earlier finish for trains south of Wembley Park, and you'd have to take Jub to meet the Met. I think this work will finish later this year.
|
|
|
Post by scheduler on Jan 29, 2018 20:54:22 GMT
It was brakes on fire at Carpenders Park tonight, that put pay to the Watford DC line Overground service north of Willesden Junction for over 2 hours starting just in the latter part of the evening peak - OOPSSS!!!
<<superteacher - post moved here as it was off topic in its previous location. >>
|
|
|
Post by scheduler on Dec 23, 2017 17:33:54 GMT
Wimbledon passengers are advised to use southwest trains to Waterloo. Should be same fare on an oyster card, and I expect cross-ticket acceptance to be in place. There is replacement bus to earl's court to join the picc. The Richmond branch advice is use the Overground or southwest trains from Richmond. Ealing Broadway customers should use the central. This information is all available on TfL website. There is also a Wimbledon branch bus to Hammersmith. If you go to status update page on website and put in date of 24th December all replacement buses are described.
|
|
|
Post by scheduler on Dec 21, 2017 23:34:36 GMT
One of the problems as I see it with the Picc is that it has a high demand off peak - albeit I know that off peak travel in general is increasing, but owing to the nature of where the line connects (Heathrow, everywhere between SK and KX), tourist traffic throughout the day is high. I assume that this makes recovery from a morning issue more difficult as there is less capacity to try and put things right before the evening peak. Recovering from any service disruption is awkward on the Picc for a multitude of reasons but the main one is: The line's length. When a train is dumped into a siding due to a problem elsewhere, the line's length means it is ages before that train's slot comes back around. An average major disruption is let's say approx 1hr. The roundabout time 1 and half hours so drivers end up massively displaced. So even if you could get the trains back in the right place, getting this to work with drivers back into the right place is extremely difficult, and so recovering disruption on the Picc is difficult. Due to the large number of trains and frequency the number of reversing spots and sidings to thin the service are too few and far between. Let me put it this way I've been observing in the control room when an incident occurred on a Friday at the tail end of the peak. An approx 45mins - 1 hour incident. When the night-turn controllers arrived late evening (2 or 3 hours later) - the service was still massively displaced. I went home at this point, but until Night-Tube proper started the line was showing Severe Delays some 4 hours after the incident. The other problem is turning short.... you can get away with east end reversing short - density of service gives quite a lot of chances for this, not the west end of the line is a problem for this. Heathrow NEEDS a service. Also Rayners Lane branch NEEDS a service - you could reverse Uxbridge trains at Rayners Lane, but there's only one siding, which makes it tricky. Short of making T5 serviced a shuttle from 1,2,3 and running T4 at full length, there's not a lot else to do, but run all the Heathrow's. I can't imagine that idea would go down very well with anyone anyway.
|
|
|
Post by scheduler on Nov 29, 2017 20:54:17 GMT
I agree, pathing issues it will be. The enhancement this December is with the existing 378s. One year from now the Dec '18 change will be new rolling stock - the 710s, at 4tph instead of 3tph. If you want a real pathing issues headache - try Overground 4tph at the same time as Bakerloo run 6tph to H&W and chuck in 3tph to Stonebridge Park to make things even more fun! With a 4min30s headway restriction north of Wembley Central - that's really FUN!!! I think the 710s might be on test on the route from some time after May.
|
|
|
Post by scheduler on Nov 29, 2017 2:17:04 GMT
The December 2017 timetable changes will bring an uplift in the late evening to London Overground services on the Euston - Watford Junction route. The usually every 20 minutes service used to drop to every 30 minutes in the late evening. The new timetable will bring this to an end, with trains every 20 minutes until close of service. The Bakerloo line services have been adjusted to fit around the enhanced Overground service.
|
|
|
Post by scheduler on Nov 29, 2017 2:07:02 GMT
How to make problems for yourself in 5 easy steps: 1. Delay resignalling 2. Delay new stock 3. Cancel Northern and Jub upgrades 4. Cut maintenance so that track replacement in one year isn't a 30th of the track miles operated, when track-life is 30 years 5. Cut Government grants and investment in LU just at the time the economy needs it most. Is it 1983/1984/1985/1986/1987/1988/1989 etc etc *again*? Errr....could well be, some people need history lessons, and it sure isn't me!
|
|
|
Post by scheduler on Nov 29, 2017 1:55:51 GMT
First link is correct; Duty sheets, working timetables, Duty books all published now, reflecting closure on Christmas Eve South Kensington-Ealing/Richmond/Olympia/WimbledonEdgware Road 5min service South Kensington-Upminster Quite so, but when is the information given out to the public going to be corrected? A friend has made a commitment based on the incorrect information, which he can now only honour by hiring a car over Christmas. I thought advertising a service you have no intention of providing was a breach of the Advertising Standards Authority's code of practice. Well I've just checked the 2 links and they currently show the correct information for Christmas Eve.
|
|
|
Post by scheduler on Nov 29, 2017 1:48:03 GMT
Hi. I'm asking if anyone knows what time the district line runs between Earls Court and Kensington Olympia and back Many thanks Rob On weekdays nothing except a very few early and late as some trains run via Olympia to Lillie Bridge depot. On weekends every 20 minutes. If you want specific timings then go to tfl.gov.uk/corporate/publications-and-reports/working-timetables and look up the District timetable.
|
|
|
Post by scheduler on Nov 23, 2017 17:01:33 GMT
How to make problems for yourself in 5 easy steps: 1. Delay resignalling 2. Delay new stock 3. Cancel Northern and Jub upgrades 4. Cut maintenance so that track replacement in one year isn't a 30th of the track miles operated, when track-life is 30 years 5. Cut Government grants and investment in LU just at the time the economy needs it most.
|
|
|
Post by scheduler on Nov 12, 2017 16:36:51 GMT
It's a sad day when the very process that this country's industrial revolution was built on is now done abroad.
|
|
|
Post by scheduler on Nov 7, 2017 22:15:48 GMT
There's quite a generous overrun for sidings 21 and 22. Having trains shunt further down the roads would mean that the crossover could be located further away from the platform and would no longer prevent a train from berthing. The long term plan is to remove access from 21/22 Roads to the eastbound platform. Great! - a new timetable required for that then.
|
|
|
Post by scheduler on Nov 7, 2017 22:14:08 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. That is a tricky question to answer... Parsons Green has 4 sidings to the west of the station that would allow trains to reverse back out eastbound. 2 sidings on each side of the running lines. I believe however that the two on the westbound side would not allow a train exiting eastbound to call at the platform, as part of the train would still be on the crossover. So that means you really only have 2 sidings. I would suggest that given the driver needs 5 minutes to change ends the best you are going to get is a train every 5 minutes. Since the peak timetable normally sees a Wimbledon branch train every 3-4 minutes, this will be the cause of some of the shortage. It should, using all 4 sidings be possible to run better than every 5 minutes, but there is the problem coming back eastbound. And due to detrainment time on the westbound platform, you could never achieve reversing the full peak hours Wimbledon service at Parsons Green. It should cope with the off peak every 5 minutes no problem.
|
|
|
Post by scheduler on Nov 7, 2017 20:53:20 GMT
Chiltern need to have all the passing loops reinstated at all the local stations within London so that they can run a proper metro service and expresses, rather than the random stopping pattern currently in place.
|
|
|
Post by scheduler on Nov 7, 2017 6:19:57 GMT
Chiltern needs a station at South Hampstead where it goes right over the top of WCML / London Overground existing station on the Watford DC line.
|
|
|
Post by scheduler on Nov 6, 2017 21:18:34 GMT
Were Wimbledon trains being held in Parsons Green sidings until their booked departure? If so, that’s a long layover. Saw that some trains were being diverted to Olympia. From what I could see on trackernet Wimbledon trains were diverted pretty much everywhere: there were definitely some waiting in the Parsons Green sidings, I saw some going to Ealing Broadway and some to Kensington Olympia. My guess is that they will probably have done 1 in 4 to Ealing, 1 in 4 to Kensington and 2 in 4 wait it out at Parsons Green, but I couldn't watch it for long enough to figure out if that was what happened.
|
|
|
Post by scheduler on Nov 6, 2017 19:29:29 GMT
Anyone know what happened this morning? London Overground and Bakerloo were disrupted due to something wrong around Queen's Park. Not that either line's information system could agree what that fault was. One had a failed or faulty train and the other claimed a power supply failure.
|
|
|
Post by scheduler on Nov 6, 2017 19:10:36 GMT
According to this page on the tfl website, here will be no service west of South Kensington on Boxing Day To clarify, 26-30 December a special service will operate from Upminster-Edgware Road via Victoria. This will not be available on 24 December. The delay in accurate information reaching all parts of the TfL website is that the engineering works were going to start on Boxing Day, but they have been extended to include 24 December, and so the issuing of the Sub-Surface Christmas and in particular the District has been delayed. The information should be fully available and correct from external TfL sources at 6 weeks before. As far as I'm aware from 26-30 Dec and possibly also 24 Dec District is only running a South Kensington to Upminster shuttle at 5 minute intervals. Hammersmith & City Line is running as normal. No circles on the southern half of the circle, because there's no place to reverse them, so they reverse at Aldgate. To fill in for the missing District service out west, the Piccadilly Uxbridge branch trains will be running on the locals (District tracks) west of Hammersmith to provide an every 10 minutes service as far as Acton Town. In other words the first link shown in the start of this thread was correct.
|
|
|
Post by scheduler on Nov 5, 2017 21:31:05 GMT
Watch for an LO closure on the NLL anywhere between Camden Town and Willesden Jcn, they will then run a service reversing at Willesden Low Level heading through Kilburn and South Hampstead and then through Camden Jcn onto the NLL. This diversion ran on several Sundays early summer this year so they are sure to do it again.
|
|
|
Post by scheduler on Nov 3, 2017 19:09:30 GMT
The fact is that programmers THINK they can program a computer to solve any puzzle, and possibly they could, the problem is that the solution would be different in every case. The same sort of issue applies with creating the working timetable too. To every problem, whether it be a service disruption or confliction when writing a timetable there are multiple solutions. And the correct answer to the same issue will be different depending on other factors, such as time of day, duty rostas, etc. So catering to all of these would be like trying to program a computer to play chess when it can only see half the board. That is the timetable is loaded in the computer but the duty schedule is not. To put it another way computers work very well with hard and fast rules, humans work better with guidelines and frameworks, or bendy rules of you like. Service recovery (and also resolving conflictions when writing a timetable) is all about applying bendy rules and computers are rubbish at those and they are incredibly difficult to program.
I would also add that IF, and it is a big IF, you didn't have staff on trains and the train completely drove itself, and you therefore didn't care where the train ended up and when the problem would be massively simplified and probably could just about be solved / programmed by a computer.
<<superteacher - posts merged to avoid double post.>>
|
|
|
Post by scheduler on Nov 1, 2017 1:06:29 GMT
In the peak there is no where to turn southbound Mets short once they are past Harrow, other than Moorgate. In the off-peak Baker Street is timetabled to have only 1 of the two terminating platforms used, so there's a spare platform there for service recovery. The result of this is that if service recovery is needed, that is the reversal time at the terminus isn't generous enough to get the train back out on time, then the line controller needs to start running fasts and semi-fasts in place of all stations to get trains back into the right place. Trains being in the right place becomes very important in order for drivers to get off-shift on-time to avoid overtime or to get adequate meal break mid-shift so that they are suitably rested for the other half of the shift.
|
|
|
Post by scheduler on Oct 18, 2017 22:28:45 GMT
Is the Jubilee Partly closing on both occasions between Wembley Park and Waterloo for 3-4 hours simply to allow engineering trains through? That would also appear to be the case. Closure is required because the automatic signalling system does not have any visible signals and the engineering stock is not authorised to run on Jubilee without a line possession.
|
|
|
Post by scheduler on Oct 8, 2017 12:16:31 GMT
Obviously as is very easy to figure out there's a shortage of Night Tube Picc drivers! I wonder where they all went?
|
|
|
Post by scheduler on Oct 1, 2017 23:29:11 GMT
Things should improve once the new signalling and the new trains have arrived. Crossrail should also relieve some pressure on the Heathrow Branch and also for those travelling to Ealing Broadway but using the Picc for some of the journey. Just have to wait it out... I do wish drivers would be more consistent in announcing where the trains are going before and upon arrival at Acton Town however... Only a 10 year wait then
|
|
|
Post by scheduler on Oct 1, 2017 23:19:09 GMT
Also it is no longer 21st October it is 28th and 29th October that it is closed.
|
|
|
Post by scheduler on Oct 1, 2017 23:16:57 GMT
Bus replacement service starts from Paddington running to stations north of there, use other LU routes to Paddington. Bus will run via North Acton to meet Central line. On Saturday buses as far as Willesden Junction as Overground running every 15 minutes Willesden Junction to Watford Junction. On Sunday all rail services suspended due to Network Rail works at Watford Junction DC platforms as well. So buses all the way to Watford Junction - or far more likely take a different rail route. A few suggestions.... get to Watford Junction, Bushey or Harrow & Wealdstone and take London Midland to Euston. Carpenders Park passengers could go to Northwood for Met line. Kenton passengers could use Northwick Park for Met.
|
|
|
Post by scheduler on Oct 1, 2017 23:03:06 GMT
Each line has its own unique set of problems dealing with various incidents. The Bakerloo's biggest problem is a lack of refuge sidings - for instance. Whilst the Piccadilly's well supplied with refuge sidings and short-trip reversing places, but its problem is the length of a trip.....for both the train and its operator. It's a pretty high bet that if a driver starts east end of the line, the meal relief will probably be at the other end of the line, then vice versa for after meal break. So if the problem is in the pipe you have a massive crew relief problem. Also if you dump trains into sidings at the start of a problem it is going to be a couple of hours before their on time slot comes back round. Is it really a surprise that the Picc can take hours to get back together after an incident? Or another way to look at the problem - the normal service suspension for person under train is in the region of 1 hour or less, but a train takes 90 minutes or so to get back around to where it was - in other words every train is displaced by half an hour, unless you reversed it short or stuck it in a siding. Whichever way you work it that's going to be VERY tricky to fix. Bakerloo wouldn't be too bad if it weren't for the NR interface. I don't think it is easy or fair to judge how well or not service's get back together when you aren't in the control room, seeing the whole picture.
|
|
|
Post by scheduler on Sept 21, 2017 23:13:44 GMT
I took a Met train today that definitely had 8 cars, but it seemed to have the S7 seating layout, i.e. all side-ways seats and no forward backward facing pairs. It was really rather confusing, and I was most surprised by it. Does anyone know how this came to be?
|
|
|
Post by scheduler on Sept 21, 2017 22:10:47 GMT
The programme was always going to be a long running one. However with local London teams taking temporary residence at Wembley for this season and last, there have been more than expected Wembley events on Mon to Wed evenings, so there will now be some weekends where the work will also take place in order to catch up.
|
|
|
Post by scheduler on Sept 2, 2017 4:21:51 GMT
I see that the 36tph service alternates 1min50sec and 1min30sec headways at Brixton. This is pretty sensible as it allows additional time for the conflicting crossover move. The headway is adjusted in both directions at Stockwell. That is called genius timetabling, which is forced by the track layout and the required tph, achieved by one of the best schedule compilers in the office. For some reason some signalling specialists fail to realise the importance of the way the terminus is signalled to the running of the high-intensity service.
|
|