|
Post by br7mt on Oct 3, 2011 18:25:05 GMT
The requirement of both new timetables (the current one and the one due next Spring) is 57 trains plus two spares from a fleet of 63.
Pre-TBTC and until the latest timetable was implemented it was 51 trains plus two spares.
I think the widely talked about 33tph is through the central core, which is Waterloo to Canary Wharf.
Regards,
Dan
|
|
|
Post by br7mt on Sept 29, 2011 18:41:21 GMT
You might want to check that - I think the distance count down is to the limit of your movement authority.
The reason for making it faster when lightly laden is simple (and as I posted previously): to get trains back to the central core quicker. You will not see the full benefits of this until the next major timetable upgrade, which I understand is now scheduled for Spring 2012.
Regards,
Dan
|
|
|
Post by br7mt on Sept 27, 2011 21:19:04 GMT
It more to do with driving down the cost of railway equipment and opening it up to competition e.g. a bogie certified as compliant with the relevant TSI in, say, Germany would then be usable in the UK with no additional certification or design approval other than where it connects to the underframe.
I have an open mind on it but LU standards are more rigorous in certain areas e.g. fire compliance of materials, with very good reason.
Regards,
Dan
|
|
|
Post by br7mt on Sept 27, 2011 21:15:39 GMT
Version 7 is now being rolled out, which enhances acceleration rate when the train is lightly laden. Per train, per car or per VOBC? Per train. Regards, Dan
|
|
|
Post by br7mt on Sept 26, 2011 18:14:23 GMT
Technical Specifications for Interoperability. Regards, Dan
|
|
|
Post by br7mt on Sept 26, 2011 18:12:36 GMT
When TBTC entered passenger service they had Version 5 software, which allowed 6-car 96TS performance levels with a 7-car train, but only in TBTC signalled areas.
We introduced Version 6 in July, which provided full regenerative braking.
Version 7 is now being rolled out, which enhances acceleration rate when the train is lightly laden.
Regards,
Dan
|
|
|
Post by br7mt on Sept 25, 2011 21:48:23 GMT
Might all change if the European TSIs are extended to cover metro systems as well Regards, Dan
|
|
|
Post by br7mt on Sept 25, 2011 21:47:30 GMT
Not far off now completing the whole fleet.
Regards,
Dan
|
|
|
Post by br7mt on Sept 25, 2011 17:53:44 GMT
The external door buttons are still functional and are included in the maintenance regime. I think they are being removed because it would be too expensive to make them RVAR compliant and because they are used so little that there is no point in keeping them.
Regards,
Dan
|
|
|
Post by br7mt on Sept 19, 2011 17:18:30 GMT
Hmm, I wonder if we could move 3079 to Northfields now...
Regards,
Dan
|
|
|
Post by br7mt on Sept 19, 2011 17:13:44 GMT
The are fully functional on 95TS and 96TS, just never used as the TO always opens all doors. Current proposals are that the buttons will be removed from both fleets during their mid-life refresh.
Regards,
Dan
|
|
|
Post by br7mt on Sept 19, 2011 17:09:20 GMT
what stations will the Preformance be uped in ( Which part of the West end of the line) Also will this mean trains are quicker off the mark than present? It is not station specific, traction performance is only enhanced when the train is running with a low passenger load. The philosophy is that this allows it to return to the central core much quicker (as allowed by the TBTC signalling). Hence my suggestion that this will occur at the west end of the line as opposed to the east end. I think the acceleration is increased to 1.2 m/s/s but I don't have the curves available at the moment to check. Regards,
|
|
|
Post by br7mt on Sept 12, 2011 8:55:16 GMT
Regen is now enabled and enhanced traction is being rolled out. You will only notice the latter when the train is near empty, so the west end of the line off peak.
Regards,
Dan
|
|
|
Post by br7mt on Sept 11, 2011 10:16:29 GMT
|
|
|
Post by br7mt on Sept 10, 2011 16:12:38 GMT
I'm pretty sure the eastbound local is jointed bull head track all the way from Northfields to Acton Town. Can be a bit deceptive when you are listening out for wheel flats after carrying out a wet rail emergency brake application on test!
Regards,
Dan
|
|
|
Post by br7mt on Sept 7, 2011 19:54:07 GMT
I understand that the 38TS is moving to Ruislip on Friday.
Regards,
Dan
|
|
|
Post by br7mt on Sept 7, 2011 19:48:37 GMT
I wouldn't call it strange at all - ATO should give us a very consistent performance day in day out. It also plays to one of the natural strengths of SelTrac in this instance, which is its ability to automatically regulate the service.
Drivers don't actually need to run with the cab door open, the cab air conditioning units are pretty good on 96TS. You can open the doors in PM mode, but they are interlocked in ATO mode to prevent the risk of a driver leaving the cab while it is operating in auto.
I understand your point about ATO being a lot harsher than manual driving and it will obviously put a greater strain on the drive train, but to be honest the Central Line 92TS has not exactly been trouble free even with manual driving!
Regards,
Dan
|
|
|
Post by br7mt on Sept 7, 2011 10:11:13 GMT
Trains are never scheduled to run in PM at all. They will only ever run in PM due to suspension of ATO e.g. staff trackside, or if there is a fault with the ATO equipment on the train. Trains are allowed to run in PM mode on test paths if required for fault finding.
The Jubilee Line is an ATO railway and LU have taken the decision that there is sufficient suspensions of ATO for PM driving skills to be maintained.
Regards,
Dan
|
|
|
Post by br7mt on Sept 6, 2011 21:01:10 GMT
Also the escalator shafts at Bond Street.
Regards,
Dan
|
|
|
Post by br7mt on Sept 6, 2011 20:53:40 GMT
We have the ability to run trains non-stop or stopping but not enabling doors. I experienced the latter on a Platinum test run back in January when we were signing off trains fit for ATO running. IO pressed the two ATO Start buttons at SMD exit and didn't need to do anything else until the Dollis Hill migration boundary.
Regards,
Dan
|
|
|
Post by br7mt on Aug 17, 2011 20:35:00 GMT
Last I heard was that an attempt is planned to get it to Ruislip for onward shipment to Booths, possibly using 3067 to tow it out.
Regards,
Dan
|
|
|
Post by br7mt on Aug 16, 2011 21:40:58 GMT
The squeaking noise is the brake blocks rubbing against the wheels during the last bit of the braking curve when rheo/regen has ceased to provide any braking effort.
The clonking noise is probably some slack being taken up in the autocoupler or semi-permanent coupler during deceleration.
Regards,
Dan
|
|
|
Post by br7mt on Aug 14, 2011 14:47:18 GMT
Judging by my enquiries about lifting shop space I don't think a bogie swap would be possible...
Regards,
Dan
|
|
|
Post by br7mt on Aug 13, 2011 14:09:45 GMT
3067 has been retained by BCV as a mobile training unit for cleaning staff, so can transfer between Ruislip, Northumberland Park, Stonebridge Park as required. Before anyone asks, I don't think they are going to fit it with Central Line ATP or the new Victoria Line WestRace system. It will transfer in cancelled Engineering Hours. Regards, Dan Is this a permanent fixture? or is it only time limited like the 67TS shunting set at Northumberland Park? It sounds like a permanent feature, at least until it becomes too costly to maintain it. Acton Works are getting a 67TS unit though as a replacement for their existing 72TS Mk1 shunter. Regards, Dan
|
|
|
Post by br7mt on Aug 13, 2011 14:07:49 GMT
I think the case is still being put together for a special move back to Aldwych with the non-compliant wheelset. It's a bit complicated as there are a few temporarily non-compliant bits of track between Northfields and Aldwych, so the dimensions have to be checked out. This obviously takes a back seat compared with the day-to-day fleet engineering requirements.
Regards,
Dan
|
|
|
Post by br7mt on Aug 7, 2011 21:44:19 GMT
I think it can best be described as a mechanical refurbishment. Basically rectifying 10+ years of wear. Same basic gearcase design (same ratio) and same motors, so no upgrade there. There might be some subtle changes to tolerances and stuff to help improve reliability but I don't believe any major modifications are planned.
Regards,
Dan
|
|
|
Post by br7mt on Aug 7, 2011 18:04:31 GMT
I assume that the ATO performance is intrinsic to the SelTrac software algorithms as the DLR behaves similarly on the faster sections.
I would treat the Central Line separately - the 92TS is quite different in design concept to 96TS and the motors are definitely more robust. Besides, the 96TS will soon be going through HO so any problems will get captured quickly and rectified.
Regards,
Dan
|
|
|
Post by br7mt on Aug 7, 2011 17:58:50 GMT
Descoped so aren't even connected to the system. Should be removed soon.
Regards,
Dan
|
|
|
Post by br7mt on Aug 7, 2011 12:19:35 GMT
Out of curiosity - why do you place so much emphasis on manual driving?
One thing that SelTrac does really well is self-regulation of the service without the need for input from the control centre staff. I suspect what you have experienced is some of that self-regulation. Don't forget that a train stopped for whatever reason many station ahead will have an effect on the whole line service as tph goes up. The Jubilee, like all other lines, is not immune to spurious PEA incidents and passengers falling ill on a train, the latter seems quite common these days.
Actually one thing that has been commented on is that SelTrac does seem to allow very quick recovery from minor perturbations in the service compared with fixed block systems.
Regards,
Dan
|
|
|
Post by br7mt on Aug 5, 2011 21:06:46 GMT
3067 has been retained by BCV as a mobile training unit for cleaning staff, so can transfer between Ruislip, Northumberland Park, Stonebridge Park as required. Before anyone asks, I don't think they are going to fit it with Central Line ATP or the new Victoria Line WestRace system. It will transfer in cancelled Engineering Hours.
Regards,
Dan
|
|