36tph

Extra track circuits are needed for shortter headways and early backlock releases will also be needed
Also the extra trains data needs updating ie mapping etc

Novice question here, but the RORI acronym - why isn't it RIRO? I would have thought that roll in roll out would be a measure of station occupancy dwell time, rather than the former. TIA all!

On a separate note, does the Vic still use track circuits as part of its day-to-day signalling system?

RIRO is dwell time - a measure of the efficiency of the station stop.
RORI is the gap between the trains - a measure of the efficiency of the signalling and/or trains.

Both measures contribute to the overall capacity of the line; more frequent trains mean fewer people per train, which means shorter dwell times, which mean trains can be more frequent. Unfortunately it's not quite that simple, but that's the gist of it!

Imagine the frequency you could run without passengers getting in the way!

A similar sentiment is often expressed at my work, we would run a seamless, efficient, service if it wasn't for patients! (Yes, that is my tongue firmly in my cheek)

So... the 36 tph to Walthamstow was supposed to start in April 2016.

It is now April 2016. Any news?

I suspect they want to try out stepping back at both ends of the line with 34 tph to iron out any issues.

Is this the first instance of a line emptoying stepping back in more than one location at the same time?

Will the new timetable be end-to-end all the time, or will there still be Seven Sisters reversers during the off-peak?

I suspect they will want to keep a few Seven Sisters terminators for staff access to the depot.

Off-peak all trains will run through Brixton-Walthamstow. 27tph

All Walthamstow trains will use pfm.3

The staff runs, to/from depot and Seven Sisters pfm.4 will only operate every 30mins M-F, hourly at weekends.


The new timetable is now shown in increments of 5 seconds, rather than ¼ ½ ¾ of a minute, as previously used: eg. the first NB departure from Brixton is at: 05 26 55.

Driver B drives the train into Walthamstow Central, gets out, presses the "rear cab clear" plunger and begins walking along the platform to the front of the train.

Meanwhile, driver A, already on the platform, gets on the front of the train, checks that the rear cab clear visual is showing and that his colleague is not still on the train, gets ready and goes when the signal clears.

Driver B arrives at the front of the platform.

Driver C drives the next train into Walthamstow Central, gets out, presses the "rear cab clear" plunger and begins walking along the platform to the front of the train.

Meanwhile, driver B gets on the front of the train, checks that the rear cab clear visual is showing and that his colleague is not still on the train, gets ready and goes when the signal clears.

Driver C arrives at the front of the platform.

Driver D drives the next train into Walthamstow Central, gets out, presses the "rear cab clear" plunger and begins walking along the platform to the front of the train.

Repeat.

I don't know if it's still done, but I remember seeing this carried out on the Bakerloo at the E&C

I understand double ending was unofficial, but perfectly safe if the guard had qualified as a driver. The driver would, of course, have been a guard in the past. Most commonly done on shuttles, to avoid a lot of walking, (especially if it was raining), and helped to keep the guard's hand in while he waited for a driving vacancy to come up. It was, of course, entirely up to the driver whether he felt the guard was competent.

Stepping back has long been the practice on the Drain, especially in the mornings. It is not so much the length of the train that was the limiting factor, but having to swim against the tide of humanity going the other way to get to the other cab. Even going with the flow, you will see the train setting off back to Waterloo when you have only walked half the length of the train.