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Post by br7mt on Aug 5, 2011 21:02:55 GMT
That's a good point actually - don't forget that the fixed block system will also limit top speed (and to some extent acceleration) so as not to compromise signal overlaps. With TBTC moving block you actually get a benefit from having the higher traction performance.
Also, the Northern Line tunnels are pretty tight in places. When 95TS was introduced they had to shave a small amount off the tunnel rings in certain places with tight clearances so that they could fit! Some of the tunnel sections were enlarged after it was absorbed in London Transport, so the tunnel cross section isn't circular either in places. All this affects the speed because the kinematic envelope must be such that it doesn't overlap with the tunnel cross section.
What I'm trying to point out is that there are many factors that affect train performance, and the Northern Line has them by the bucket load.
Installation is well under way and a 95TS train is now at the Highgate Test Facility to allow initial software development to take place.
Regards,
Dan
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Post by br7mt on Aug 4, 2011 18:17:15 GMT
I don't think we will see SelTrac on the Piccadilly Line - Thales have already been stood down. The rumour doing the rounds is that the Cityflo 650 system will be rolled out on the Piccadilly Line as it has the most interfaces with the District and Metropolitan Lines.
Regards,
Dan
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Post by br7mt on Aug 4, 2011 18:12:39 GMT
Line speed is dictated by the track formation, gauge and kinematic envelope of the rolling stock traversing it. So unless serious work is undertaken then those speed limits remain.
95TS will not get a traction upgrade until the first TBTC section is switched on - the the trains will then operate at their original design performance in the TBTC areas only.
Regards,
Dan
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Post by br7mt on Aug 2, 2011 21:29:13 GMT
Its crazy that 8 months on since TBTC/ATO started there is still some problems, you would think all the problems would be sorted out my now? Well, at least it was a underun not an overrun i suppose! Out of interest what is the PTI? There is a large team of people trying to iron out all these little teething problems. New software is being issued on a weekly basis to improve things and reliability is clearly getting better. We are still getting failures based on user unfamiliarity with the system as well, which will only reduce with time. Regards, Dan
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Post by br7mt on Aug 2, 2011 21:24:36 GMT
As I understand it - the TBTC position is sufficiently accurate to allow the system to determine whether a PEA has been pulled within station limits and an EB commanded, as per the Rule Book.
Regards,
Dan
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Post by br7mt on Aug 2, 2011 21:20:49 GMT
At the risk of repeating myself again - PM mode is only used to work around a defect or when workers are trackside and ATO is inhibited. There is no plan, as far as I am aware, to force PM working at weekends. We have had instances of TOs running in PM mode when the rheo / regen brake has developed a fault, and to move forward when an undershoot occurs, but that is about all.
Regards,
Dan
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Post by br7mt on Aug 1, 2011 18:21:44 GMT
If a PEA is pulled at the train is within a station then the emergency brake will apply, otherwise the target point will allow the operator to drive the train to the next station.
Regards,
Dan
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Post by br7mt on Aug 1, 2011 18:20:08 GMT
The Intersig is the interlocking part of SelTrac S40, basically a box of electronics in the Signalling Equipment Room (SER).
Regards,
Dan
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Post by br7mt on Jul 31, 2011 17:36:49 GMT
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Post by br7mt on Jul 29, 2011 21:02:55 GMT
Not needed now that TBTC has been implemented.
Regards,
Dan
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Post by br7mt on Jul 24, 2011 21:42:08 GMT
SMD is still controlled using the original WestRace interlocking, with a boundary on the entry and exit roads onto the TBTC controlled main line.
Regards,
Dan
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Post by br7mt on Jul 23, 2011 10:58:48 GMT
I'm TLL on the AIT project We might get it out for some runs with instrumentation switched on before the 6 car conversion. Watch this space. Regards, Dan
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Post by br7mt on Jul 22, 2011 19:30:31 GMT
t697 is correct, plus the thinking is that being lightweight, with regenerative braking and improved tunnel ventilation that air conditioning may be viable on the deep tube. Long way to go yet though I think.
Regards,
Dan
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Post by br7mt on Jul 22, 2011 19:28:22 GMT
You also have to register the stock on the Rolling Stock Library and show how they meet Railway Group Standards, or get derogations where they don't, get the gauged for the route etc etc. A very expensive and time consuming process, hence why they go by road.
Regards,
Dan
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Post by br7mt on Jul 22, 2011 19:26:31 GMT
So you missed the two Battery Locos plus wagons and the Tamper that were in there due to a signal failure this morning at Ealing Common closing off their route home to Ruislip Depot Both left during the early afternoon to head back to Ruislip ready for the blockade. Regards, Dan
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Post by br7mt on Jul 20, 2011 20:14:08 GMT
Less worried about Northfields as there are staff carrying out maintenance at night as a deterrent The new cars will eventually get repainted but for the temporary formation and the various braking and operability tests we will leave them in London Underground livery. We'll even leave the last day poster in 3079! Formation likely to be: 3213 - 4213 - 3179 | 3079 - 4313 - 3313 Reform location still to be determined as has the overhaul location (both motor cars need an HO) and the conversion location. Basically we have sufficient life left to prove the 6-car formation as a host train before doing the long-term work to allow them to operate as part of the AIT. Regards, Dan
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Post by br7mt on Jul 20, 2011 18:37:20 GMT
Can I put in a polite request that no photos are posted of 3079 while in Lillie Bridge please? Don't want to make it easy for the local graffiti artists by telling them exactly where it is...! Obviously I have no objection to them being posted once it leaves the depot, either as a four car or in the 6-car AIT AIT is kept on Road 1 at Northfields Depot. Regards, Dan
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Post by br7mt on Jul 19, 2011 21:50:23 GMT
The only criteria was that it had to be a double ended unit. We were originally getting 3060 but as that is now staying at Northumberland Park until the Autumn we switched to either 3059 or 3079. We chose that one because it is in better condition.
One of the neat things about the reform plan is that we don't need an ex-72TS car, as the middle cabs will only be used for shunting therefore don't need the deadman handle. That way the ex-72TS cars can be used solely for future engineers train purposes as leading cars.
Regards,
Dan
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Post by br7mt on Jul 19, 2011 18:44:22 GMT
Well the cat is well and truly out of the bag now - 3079 is not destined for scrap. The Trailer cars might be eventually, but the motor cars will have a future use in the AIT, hence todays stock move.
Regards,
Dan
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Post by br7mt on Jul 19, 2011 18:42:39 GMT
In PM mode the Operator drives the train according to the instructions on the TOD (Train Operators Display). For station stops it will tell the Operator where the stop point is for every station and the target speed will decrease as that stop point approaches. The Operator must control the speed according to those indications on the TOD. If the target point is exceeded or the speed indicates that it will be exceeded then the emergency brake automatically applies.
When it is wet we have a system for reducing the brake rate appropriately, which is applied by the Control Centre staff at Neasden.
Regards,
Dan
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Post by br7mt on Jul 17, 2011 12:49:36 GMT
The performance was steadily improving, obviously we have had a few failures such as VCC4 halting, the loop failure at Swiss Cottage on Friday plus we get intermittent problem with Intersigs halting and axle counter blocks going disturbed. The number of human error related faults (to be expected when a new system is introduced) is gradually diminishing, which means the focus is now on hardware and software faults.
The only previous example of cutting over from tripcock to computer controlled ATP on the Underground is the Central Line and I gather that was far from smooth.
Regards,
Dan
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Post by br7mt on Jul 17, 2011 11:00:52 GMT
Apologies - it must have been 3034 I saw on Friday, not 3084. I've got a rather oblique shot of the middle motor car where you can clearly see the '4' and unit 3085 was waiting behind it on the same back road...
Regards,
Dan
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Post by br7mt on Jul 17, 2011 9:33:05 GMT
Well the link to the KRS blog post said they removed the last traverser in order to build siding space. maps.google.co.uk/maps?hl=en&ll=50.960255,-1.344371&spn=0.0027,0.006866&t=h&z=18 So Campbell Road would be your best bet, but I would imagine there are a lot of trees / bushes in the way. Regards, Dan
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Post by br7mt on Jul 16, 2011 21:38:12 GMT
Yes, top and tailed. I understand the middle train developed a battery fault earlier in the week and was left in Brixton sidings until Bombardier staff could recover it. During that attempted fix another more serious fault was discovered which meant it had to be recovered between two other 2009TS trains.
Must have been quite a sight coming out of the portal at Northumberland Park!
Regards,
Dan
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Post by br7mt on Jul 16, 2011 21:27:43 GMT
3059 and 3079 were delivered to Acton Works on Friday morning (15th July 2011). Nearly didn't make it as Test Train Operators were required to support a 24 car pushout on the Victoria Line to recover a 2009TS train to Northumberland Park.
Also noted at Acton Works were cars from 3084 (one already gone by the look of things), unit 3085 and A Stock unit 5110, which will be the next RAT conversion for the Metropolitan Line.
Regards,
Dan
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Post by br7mt on Jul 13, 2011 20:26:21 GMT
There is no point because it is highly likely that at some point during each month the Train Operator will have to drive in PM mode when there are workers trackside. The Operators loved it when ATO was introduced, but I think they are getting a little bored now with not driving, although the teething problems with the system mean they do get to drive every so often.
It would cost inordinate amounts of money to convert the cabs because there is a lot of equipment (including the VOBC and power supply) in the cab back wall.
Regards,
Dan
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Post by br7mt on Jul 13, 2011 20:17:54 GMT
The line speed will not change, what will change is the ability to reach that line speed based on the safety distance to the train in front.
Regards,
Dan
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Post by br7mt on Jul 10, 2011 21:40:08 GMT
I think the general consensus is that it is better to stay in auto mode because it provides a more consistent level of service performance.
Regards,
Dan
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Post by br7mt on Jul 10, 2011 21:37:52 GMT
Version 6 is basically the current 96TS full performance with regenerative braking enabled. Version 7 is the enhanced performance plus regen braking, which will come at a later date. Enhanced performance is higher acceleration rate when empty plus a longer period of acceleration at the existing rate when full, but I would have to check that to be certain. Basically the trains can get back to the central core much faster i.e. when carrying less passengers.
Afraid I don't know enough about 92TS to compare.
Regards,
Dan
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Post by br7mt on Jul 10, 2011 15:54:13 GMT
I think the general rule is ATO only.
Regards,
Dan
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