Cross Platform Interchange

Is there some sort of procedure for this? I remember once pulling into Mile End on a Central Line Train and seeing a District Line Trains Doors close but then as we stopped the doors re-opened to allow for passengers from my train to cross onto it. I remember (although a long time ago) seeing a light up sign at the end of the Central Line platform saying 'District Approaching' or something like that.

Don't forget as well that it's the driver closing the doors, they're looking at the pti (Platform Train Interface) on monitors or mirrors and may not even be able to see if a train is coming in alongside.

I'm pretty sure Wembley Park has/had something similar, possibly with just an 'M' or a 'J' depending on platform. Has been a while since I looked though.

Unfortunately the same happens on the northbound when the next train to Amersham or Chesham may be thirty minutes away. The subject of the Met Management's attitude to passengers has been extensively debated elsewhere so I won't comment further but it is important that this should not bee seen as T/Op bloody mindedness. I have lost count of the number of times that I have run on to the platform at Hillingdon as the train doors are closing and the driver has re-opened them for me. Experiences like this make me believe that T/Ops are a service oriented community but I suspect that there are times when the fear of disciplinary action may force them to leave passengers on the platform.

Because as you (should) know, whatever the pros and cons of the current timetable, continuous extra dwell time will soon see us working even harder than we do.

As for the Amersham and Chesham service. Given its critical timings departing Wembley northbound, you should always allow extra time to complete your journey "just in case". It is the same for those travelling to NR stations. If your service only runs hourly, you don't wait until the last possible moment to attempt to complete your journey. We cannot be blamed if a journey from, say, Stratford to Amersham is extended because a connection at Wembley was missed because all that was accounted for was the journey time from Stratford to Wembley.

And let's get this clear. I have done nothing - the timetable was changed by those above me, as a result of pressure and campaigns from those above them. Let us also get clear that such a journey as the example I give has always had the small print of "allow extra time for connections" attached to it. Similar journeys all over the world have similar conditions.

So lost for words you may be, but the advice (which to be honest is very reasonable) has always been there. The extra time is not in case the railway "screws up" but you cannot possibly rely on each and every train to connect into each and every other train. If we could connect trains in this way, and ensure a seamless trip for 100% of our customers, then we would also be dishing out next Saturday's winning lottery numbers. As we cannot do this, we do the next best thing, and advise customers who are travelling from a to c via b who have a limited service to allow extra time.

Also, whilst the service may have slowed (slightly) the frequency has not. Being a single line, Chesham will not see more than 30-minute headways. Amersham is also served at least every 30 minutes by our trains. I fail to see the point of your disgust.

The truth has already frequently been told on here by not just me, but others as well. But just to repeat the truth...

The timetable is a result of campaigns by certain commuter groups and individuals. LUL have merely given in to their demands, just as they have before. And if you don't serve the demands of your customers, then who do you serve.

Chesham demanded through services. They got through services. Pinner and Northwood demanded more services. They got more services. Next?

Journey times are not that much longer, but due to the frequent station stops, they appear to be twice the length they once were. Frequencies to Amersham and Chesham are the same as they were before. Fast service still operate during the peaks to those destinations. Watford and Croxley are the true only sufferers of this timetable as their service has been cut off-peak - but I'm afraid it has been cut to a more realistic service based on demand.

From a Service Control point of view, this timetable has pros and cons, which have also been gone into time and time again. We can divert late-running trains via the fast lines for instance. Certain aspects of the timetable prove problematic at times - these pinch points will be mostly addressed in future timetables.

I do not think that overall the service has deteriorated. Some services are slightly slower, but overall the reliability has actually increased - LUL's figures not mine. Chesham is less likely to suffer than it did under the first through timetable.

These are the facts, and through them do not mark me down as an ardent supporter of the timetable. There is no ulterior motive that we are aware of. The timetable was effectively called for by the travelling public.

I have no doubt that at some point the old timetable will return under a different guise, and the public who demand it will pat theirselves on the back that they got it done - even if it is us merely - once again - satisfying public opinion and consultation.

Now, there is a multi-page thread about all this elsewhere, so maybe back to the topic in hand...?

"15 all" - or is it "15-40" ;D ;D

Game set and match then? ;D ;D

So going back to cross platform interchanges and waiting for connections, you really could take it to the nth degree, if you so desired.

At Ashford station, two trains arrive at Platform 2 (both from Ramsgate via different routes) in good time which couple up and head to Charing Cross leaving at xx:33. Across the platform on 1, a train sits awaiting departure for Brighton at xx:32. If one of the Charing Cross portions was delayed, would it really be a good practice to keep the Brighton train around (even if there is only one every hour)? No is most certainly the answer as there will most certainly be headaches at some point down the line.

I don't understand why anybody would expect not to provide additional time when changing. For instance, if somebody from Ramsgate wanted to go to Brighton via Ashford, they would surely catch the first possible train, rather than waiting till the last minute and hoping for the best!

ISTR seeing that the M and J signs were designed to work off a timer - did they ever do so? Certainly I remember seeing them on at all sorts of times.

As the OP I have been fascinated by the thread so far.

I am an Underground fan, my wife isn't.

Yesterday, on the way to the David Hockney exhibition, on our trip from Stanmore to Green Park, I was keen to try the new S stock for the first time - my wife couldn't care less!

It was chilly yesterday, and it was hard work convincing her to flick at Wembley Park - the lack of co-ordination mentioned in my OP meant that she insisted on staying put on the Jubilee!

That was my gripe when posting from my mobile from the warmth of the Jubilee car - I fully accept all the operational issues outlined by senior members of the forum.

I had better luck on the way back....

I was informed - after chasing an outstanding fault - that they do not form part of the programmed maintenance regime. I don't have any official paperwork and am not aware of any dates. They will, of course, be fixed as and when required, but putting it basically, the company will not "bust a gut" to fix them. They are not considered high priority kit.

I'm sure I've seen a sign for the District/H&C Train Operator at Mile End that encourages them to wait for Central Line passengers to change over, but that rarely happens. This is particularly frustrating for change to the H&C line, which is quite infrequent compared to other services.

On a slight side note, what is going on with the platforms at Mile End? They seem to have replaced just a little bit and then stopped.