Eastcote Signal Failure last night

You presume correctly

You should start a new thread if it's a new question, otherwise we end with a 'thread drift' that ends up discussing something entirely different from the original question and thread title....but I might as well answer your question whilst I'm here....

What you've experienced on the Bakerloo is the driver loosing his pilot light (doors closed indication); this causes the motors to drop out and the jolt you feel. When the pilot light comes back, the driver will attempt to motor again.

The 72ts on the Bakerloo tend to suffer from poor door interlocks which is why it's more common there than on other lines.

FWIW and for anyone interested the fault was a Track circuit failing due to a defective tuning unit

I know a piano tuner if that helps?

Bad jokes aside, what's a tuning unit then for those of us not in the know

I remember a signal failure years ago on that section of track, but it was near Ruislip Manor. I was on a 73 stock train, and of course the same procedure was conducted. What really struck me was the slow speed of the train. It was not that the train was going too slow, but that it really struggled to stay at a crawl. The A stock is a really good crawler, if required. I don't know what speed the trains are restructed too, but it really seemed the train was trying to get away and the driver kept having to restrain it! Anyone else found this?

They consist of a capacitor and transformer set up together with the termination bond to resonate at the track circuit's carrier frequency. This causes the adjacent frequencies to be blocked and matches the impedance of the rails to the cable to or from the SER.

Take it this was after the timeout (known as SCAT - Speed Control After Tripping) had expired.....before then the driver has no control to hold speed back, the motors cut out by themselves. As far as I know, all conventional line stock have SCAT.

On A Stock the SCAT prevents the train from exceeding 10mph while the "time delay" is in effect, but it is still the train operator's responsibility to control the train so that this speed isn't reached, otherwise you get a full EP brake application and loss of motors, until speed reduces below 10mph.

In any case, after passing a signal at danger the train must be driven at a speed at which it can be stopped short of any obstruction until two consecutive clear signals are passed, and this might be significantly less than 10mph depending on the location and conditions. So while in theory you could let the train limit its own speed by keeping the master controller in a motoring position (or just letting the train coast if going downhill), this would be a) uncomfortable for the passengers and b) potentially unsafe.