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Post by Deleted on Aug 16, 2011 7:09:55 GMT
I think all the stations north of Finchely road is a bit leisurely with 27 trains a hour now the trains still seem to be in no rush. However on the East end of the line things seem to be much quicker the approach to Stratford is no nonsense just stright though untill it stops. When will the whole line just go go go instead of some parts being fast and others like a snail! The northern most section of the line was the last section to have TBTC enabled. It is also the most complicated being in the vacinity of Neasden. So it stands to reason that the newest section should need some bedding in before it can go full throttle. Simply pelting it, full speed on the Western end would likely cause more operational problems and delays. Don't forget TBTC has been in place since January on the eastern most section. Combine this with the PEDs so higher max speed at entry to station and a generally straighter alignment and you'll begin to consider why the eastern end feels as if it's faster. So in response to your question jardine01, I ask another - which would you rather, full speed plus delays or a lesser overall journey time? |
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Post by jardine01 on Aug 16, 2011 8:16:07 GMT
I would like full speed and no delays and less journey time am sure we all do. TBTC is a high tec technical system so there is always going to be some kind of problem. But What I cant understand is why can full throttle cause delays can the motors cope with full throttle or something?
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Post by Deleted on Aug 16, 2011 18:10:13 GMT
It's nothing to do with the train motors. Re-read my post and you'll see my assertion that it's most importantly to do with bedding in the new signalling on the western section of the line. If you push a new signalling system hard (to work faster as the trains move at a greater rate) then faults are more likely as all the bugs have not yet been worked out with the new (western) section. These problems are specific to the Western section as it has to interact with other (Met/Chiltern/Neasden) signalling.
Also, you know when in theory, the trains will be able to run faster, when the new timetable is introduced which is next year. Why next year? Probably because this is the length of time the signalling engineers and project managers think it will take to iron out the bugs in the western most (newest TBTC) section.
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Post by Deleted on Aug 16, 2011 21:03:28 GMT
I believe the more leisurely ride north of Finchley is mainly due to the brake rates set on the system for above ground adhesion levels. From what I have heard it is a right pain to adjust this quickly at the present time so it tends to stay set for wet weather. The trains can still keep to timetable.
Was on a Jubilee train yesterday and between West Ham and Canning Town it went like a rocket.
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Post by jardine01 on Aug 17, 2011 6:15:02 GMT
Since the new timetable speeds have been faster I have been between Canning Town and Canada water the train must of been doing 50MPH or maybe more
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Post by Chris M on Aug 17, 2011 7:57:40 GMT
Also, you know when in theory, the trains will be able to run faster, when the new timetable is introduced which is next year. Why next year? Probably because this is the length of time the signalling engineers and project managers think it will take to iron out the bugs in the western most (newest TBTC) section. Don't forget also that timetables take significant planning in terms of staff rotas, and you can't just change them on a moment's notice. It's not necessarily just train operators either, there are signalling, depot and station staff to think about too (although they might not be affected, you have to check this). Some significant changes might even require consultation with the unions (although I don't know whether this is a factor in these timetable changes or not), which is not renowned as a lightning-fast process. |
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mrfs42
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Post by mrfs42 on Aug 18, 2011 8:54:57 GMT
I had cause to travel from London Bridge to Waterloo yesterday.
Very peculiar: markedly higher rates of acceleration/deceleration, but in the section between Southwark and Waterloo there was a noticeable 'pulsing' of the train.
Whether or not this ties in with the train accelerating down the down grade into Waterloo and the brakes kicking in (didn't feel like braking) or a 'motor' command (more likely, I think) after the head of the train had passed LOBAB117 and then there were 6 of these pulses tieing in very approximately to the TC boundaries unless the pulses actually started at the first safety distance from Waterloo.
Anyone with a bit more technical knowledge than I care to comment, please?
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Post by Deleted on Sept 19, 2011 7:23:06 GMT
I was in London few days ago (just passing through the UK for the first time in 2 years) and had a few rides on the Jubbly. Was very impressed with the smooth acceleration and deceleration under TBTC. Much better ride quality than on the Victoria (09TS) and Central (92TS).
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Post by mcmaddog on Sept 19, 2011 10:15:49 GMT
I was in London few days ago (just passing through the UK for the first time in 2 years) and had a few rides on the Jubbly. Was very impressed with the smooth acceleration and deceleration under TBTC. Much better ride quality than on the Victoria (09TS) and Central (92TS). In contrast on Saturday I went between Bond Street and Baker Street and felt sea sick like from the on-off motion |
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Post by Deleted on Sept 19, 2011 13:32:12 GMT
I recorded 53mph between canning town and west ham. 0-30mph in 14 secs
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Post by jardine01 on Sept 19, 2011 15:00:35 GMT
Has anybody ever got up to 62mph? Last time i speed recorded on the Jubilee it was under manual operation with the old signaling system i got around 58mph from Neasden to Wembely Park. I think the highest target speed in TBTC is 57 mph but has anybody been on a train which has done 57mph?
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Post by Deleted on Sept 19, 2011 19:18:43 GMT
I've recorded 56 mph. Acceleration to 30 is better than a 378 which takes 17 seconds.
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