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Post by superteacher on Aug 18, 2021 7:47:14 GMT
I wouldn't call that article "a bit more", as it's just a very condensed, non-expert summary of the RAIB report. At least they illustrated it with the correct type of train for once. Shame - I miss the token 1967 stock picture!
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Post by superteacher on Aug 18, 2021 7:14:42 GMT
@spinba11 you can start a new thread (just add a few words of context and link to this one), the forum staff can move posts to your new thread if you choose. I'm on it now!
EDIT: Please use the thread below for continued discussion on accessibility and equality.
districtdavesforum.co.uk/thread/32429/
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Post by superteacher on Aug 7, 2021 7:32:05 GMT
I think we’ve done the equality / accessibility argument now. Back to specifics about the District / Circle line closure. Thanks all.
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Post by superteacher on Aug 5, 2021 20:00:26 GMT
Not wishing to stray off-topic, but in my field of education we strive to be inclusive to the needs of all. But if that inclusivity is such that it excludes others, by definition it is not inclusive.
I was in a packed bus a while ago where the wheelchair ramp failed. The wheelchair user was clearly inconvenienced and I hope that there was some recourse for them. But would it then have been appropriate to take that bus out of service?
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Post by superteacher on Aug 5, 2021 18:13:50 GMT
A special service was being operated on 4/8/21, easily given away by the train not being numbers in the 2xx series.
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Post by superteacher on Aug 5, 2021 17:06:50 GMT
Was using the Wimbledon branch this afternoon. Suprised not to hear any announcements saying all eastbound trains are Edgware Road services. It means some passengers wait on the platform hoping a city train will be along soon - especially as the branch indicators frequently display the wrong destinations. The whole situation is poor beyond belief. On Wednesday: no announcements on any of the Northern or Bakerloo trains that I used, stating that Embankment was closed. No platform staff at Liverpool Street, Aldgate East or Earl's Court to help passengers who may be waiting for a train that was never going to come. I helped a lot of people, so that was my good deed of the day. And as mentioned earlier, little consistency on what destination was displayed on the H&C trains, or where they decided to change from H&C / District etc. There was also a District line driver at High Street Kensington who advised passengers to change for the Circle line! Not one of TFL's finest days, it has to be said.
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Post by superteacher on Aug 5, 2021 16:58:38 GMT
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Post by superteacher on Aug 5, 2021 16:56:43 GMT
Thread moved to "stations" as it's no longer just related to the Northern line. So feel free to have a general chat about the first generation DMI's.
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Post by superteacher on Aug 5, 2021 16:55:56 GMT
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Post by superteacher on Aug 1, 2021 15:10:41 GMT
How many stations still have these? I was wondering as I was at Moorgate the other day and saw them there.
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Post by superteacher on Jul 30, 2021 10:22:49 GMT
Trains still running to Kennington via Bank - so clearly there is still an issue.
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Post by superteacher on Jul 30, 2021 9:34:12 GMT
Some trains running to Kennington via Bank today, so something is definitely not right.
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Post by superteacher on Jul 29, 2021 22:20:11 GMT
The Charing Cross branch was suspended for a time this evening, but upon resumption there seems to be a reduced service on that branch, with some trains running to Stockwell via Bank.
Problem with the Kennington loop?
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Post by superteacher on Jul 29, 2021 21:19:54 GMT
Good, because the 92 stock look and feel a wreck at the moment!
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Post by superteacher on Jul 29, 2021 20:36:27 GMT
Today, I saw T143 on its westbound journey. It started from Hainault depot on time, but was down to terminate at Marble Arch rather than Ealing Broadway as booked.
Once it had reversed at Marble Arch, its eastbound destination became South Woodford, from where it stabled in Woodford sidings.
Any clues on this odd working?
EDIT: 143 is booked to stable in Woodford sidings, but not until very late. Maybe they knew there was no driver available later?
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Post by superteacher on Jul 29, 2021 13:06:24 GMT
Despite Tuesday being the last day that 315’s are booked to operate (cover only now), there are two trains out today.
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Post by superteacher on Jul 27, 2021 20:01:22 GMT
9 car trains still very much a rarity on TFL Rail east, at least from my observations today. Very few 315’s too. Today is due to be the last booked day of 315s. 6x 9-car 345s a day provided from OOC from tomorrow. 315s remain available to cover adhoc for another couple months. Hopefully they will do a last official 315 run at some point. Are TFL Rail east drivers trained over the core yet?
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Post by superteacher on Jul 27, 2021 18:22:01 GMT
9 car trains still very much a rarity on TFL Rail east, at least from my observations today. Very few 315’s too.
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Post by superteacher on Jul 26, 2021 21:25:35 GMT
Mile End (Central Line) westbound platform used to be partly exposed to the open air.
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Post by superteacher on Jul 25, 2021 12:07:04 GMT
When the extension opens, I’m assuming that the loop will only be able to hold one train without disrupting trains to and from Battersea?
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Post by superteacher on Jul 24, 2021 20:51:32 GMT
There are trains running to Morden via Charing Cross, which only usually happens during the weekday peaks. Is this connected with trial running to Battersea, thus reducing the number of trains which can use the Kennington loop?
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Post by superteacher on Jul 18, 2021 15:05:13 GMT
So who is responsible for the "final" piece of work needed to open the core? I realise that there may be loads of preceding tasks like ensuring insurance is in place, checking the fire alarm systems work and tests completed to prove stations can be evacuated in acceptable timeframes etc - but those tasks are obviously not the "Final" task which I guess could simply entail someone being asked to sign a bit of paper (probably surrounded by a media scrum). So who actually gives the final OK to open the core for public service? Is it someone at TFL/LU who says it is fine to open the line, or is it the Mayor or someone at ORR who will give the final approval? Finally is there a chance that what we are now seeing in recent announcements is that opening is being discretely delayed so that Her Majesty the Queen (who opened and then rode on the first Victoria line service back on 7 March 1969) can be invited to open and travel on the first Elizabeth Line public service through the core - some 53 years later, on 7 March 2022? She’s not getting any younger - wouldn’t delay it too long as you just never know.
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Post by superteacher on Jul 17, 2021 16:40:36 GMT
It wouldn’t surprise me if it opened at the end of this year with a load of spin saying “we’ve moved heaven and earth to get to this point (three years late!!!!! 😂😂)” This week's Elizabeth Line Committee meeting link p.27 / 84 says earliest opening Feb 2022, 50% chance of April 2022, 80% chance by June 2022! I appreciate that’s the official date - but I still wouldn’t rule out a 2021 opening, although unlikely.
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Post by superteacher on Jul 17, 2021 11:59:50 GMT
ah, thats a shame, as some people were hoping for a Paddington - Abbey Wood 'Christmas Gift' It wouldn’t surprise me if it opened at the end of this year with a load of spin saying “we’ve moved heaven and earth to get to this point (three years late!!!!! 😂😂)”
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Post by superteacher on Jun 20, 2021 11:22:27 GMT
Whether or not the line speed will be increased is, I think, irrelevant. ETCS is an enabler to a speed uplift, and it seems that this is more about the line being a good trial site for it in an urban environment, with only one stock which is designed for the technology, and, perhaps crucially, a diversion route somewhere else if necessary. Speed is a side issue yes, I'm just responding to the comments on that point. You've lost me with the diversion comment. Once ETCS, if you divert a 717 somewhere else away from NCL and it's usual destinations, then that'll be conventional Mk.1 human driver, which is no different to now, and does not trial anything. If the other route is ETCS, then that's also not a trial, since it is already itself ETCS. If you mean diversion of other services to Moorgate, what would those be ? Even 700s don't fit, a 717 is 6car, the shortest 700 is 8car, ASDO is all very well at intermediate stations but not terminals like Moorgate, and any other train that does go there needs to be comply with all the emergency egress rules for single bore tunnels, which actually rules out a 700 anyway (no end of train exits). ETCS won't overcome that. Or have I misunderstood ? I think he meant diversion in the sense that if the signalling fails in the trial period, Moorgate services can be diverted to Kings Cross.
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Post by superteacher on Jun 19, 2021 10:14:45 GMT
We have discussed the status messages before, but the one that did it for me was listed next to London Overground:
Part Closure Part Suspended Reduced Service Severe Delays Minor Delays
ALL listed together! When I clicked on t, the explanations read like an essay!
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Post by superteacher on Jun 19, 2021 7:42:30 GMT
In practical terms is there much sense in a big speed increase on the Northern City ? They all have to fit in with the timetable north of Drayton Park. A s/b service will still arrive there at the same time, would 45 mph (say) max south of there to Moorgate, still stopping at all shacks, and with current headways, make any REAL difference ? Ditto in reverse. If this were a long route, or one not going to a dead end, or there was even one long inter-station run, then yes, but I can't see a worthwhile return on the expense of signalling changes as explained by Tom. OK if going for ETCS then you incorporate such changes as principles allow, but on THIS line is it really going to make any difference apart from unecessarily increasing energy consumption ? There really is no point in saving half a minute overall where the published public timetable is to the nearest minute, nor will saving one minute overall Moorgate to Drayton Park have any practical benefit _ in fact there is a bigger timetable performance risk. I'd not argue this way for the majority of lines, but with this one, short, dead end, intense, what is the REAL gain ? That makes sense. But on the other hand, if the new signalling allows it and no other works are required, then why not?
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Post by superteacher on Jun 15, 2021 20:56:57 GMT
Indeed - going off-topic here... Did the speed limiter circuit get removed when 313s were used elsewhere, such as the North London or Watford DC lines? Pretty sure they were faster on those lines. I remember them getting up some decent speed.
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Post by superteacher on Jun 10, 2021 21:56:25 GMT
Maybe the line speed could be increased from the current 30mph?
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Post by superteacher on Jun 7, 2021 4:59:59 GMT
I could give you a really great response, as someone who actually works in the affected department, but the complete assumption of bad faith makes me think otherwise. Let’s not let facts get in the way of a good rant, eh? To be fair, the end user has every right to be aggrieved if the service isn’t being provided, which as we all know has been the case on quite a few occasions recently. There may be good reasons for that, there may not be, but either way it isn’t really the end user’s problem what issues LU are experiencing behind the scenes. One way or other, it isn’t all down to Covid, so LU need to be active, accountable and direct in their handling of this situation, which so far in my view they haven’t been. There’s been issues bubbling away within the affected department for a while. On top of all that, the scanty information isn’t really helping. I agree with a lot of this. However, the previous post was an out-and-out rant and basically implied that all of TFL are useless. Anyway, let’s move on.
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