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Post by VMH2537 on May 24, 2023 20:24:45 GMT
I had the worst experience ever on the Piccadilly line. Got on at Covent Garden only to get to South Kensington and my Uxbridge train became a Heathrow train. The train was tediously slow from this point onwards especially between Hammersmith and Acton Town. Then I got on another Piccadilly line train and by North Ealing the Uxbridge train became a Rayner's Lane train. Seriously why is the service this bad? I don't think I'll ever rely on the Piccadilly line to get home from central London. Even walking to Holborn and catching a central line to West Ruislip then walking to Ickenham to do the final leg of my journey might have been quicker. Unfortunately the Piccadilly line is currently by figures the least reliable line on the network. Ageing rolling stock, outdated signalling as well the long complex nature of the line are factors contributing to this. The introduction of the new rolling stock should relive this in the short to medium term, but the need to digital signalling is more long term solving the wider situation. Unfortunately funding for this has recently been shelved, so I can't see digital signalling happening on the line for a while. Time will tell on this
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Post by northlondon83 on May 24, 2023 20:26:00 GMT
I had the worst experience ever on the Piccadilly line. Got on at Covent Garden only to get to South Kensington and my Uxbridge train became a Heathrow train. The train was tediously slow from this point onwards especially between Hammersmith and Acton Town. Then I got on another Piccadilly line train and by North Ealing the Uxbridge train became a Rayner's Lane train. Seriously why is the service this bad? I don't think I'll ever rely on the Piccadilly line to get home from central London. Even walking to Holborn and catching a central line to West Ruislip then walking to Ickenham to do the final leg of my journey might have been quicker. Unfortunately the Piccadilly line is currently by figures the least reliable line on the network. Ageing rolling stock, outdated signalling as well the long complex nature of the line are factors contributing to this. The introduction of the new rolling stock should relive this in the short to medium term, but the need to digital signalling is more long term solving the wider situation. Unfortunately funding for this has recently been shelved, so I can't see digital signalling happening on the line for a while. Time will tell on this It was rushhour as well which didn't help the dozens of commuters either
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Post by northlondon83 on May 28, 2023 18:11:50 GMT
Unfortunately the Piccadilly line closure is really impacting traffic in the Hounslow/Cranford area!
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Post by WH241 on May 28, 2023 18:19:49 GMT
Unfortunately the Piccadilly line closure is really impacting traffic in the Hounslow/Cranford area! Are you trying to prove something with this post?
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Post by northlondon83 on May 28, 2023 18:22:39 GMT
Unfortunately the Piccadilly line closure is really impacting traffic in the Hounslow/Cranford area! Are you trying to prove something with this post? Not really I just don't like traffic
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Post by southlondon413 on May 28, 2023 19:16:10 GMT
Are you trying to prove something with this post? Not really I just don't like traffic So to clarify you don’t like traffic but are entirely happy to have a significant part of East London and Essex completely swamped in traffic for a cycle race nobody asked for. Oh the irony…
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Post by northlondon83 on May 28, 2023 19:18:34 GMT
Not really I just don't like traffic So to clarify you don’t like traffic but are entirely happy to have a significant part of East London and Essex completely swamped in traffic for a cycle race nobody asked for. Oh the irony… Nobody likes traffic, I would think that that is quite an obvious statement. Unfortunately it is something we have to learn to live with.
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Post by BE37054 (quoll662) on Jul 20, 2023 12:45:14 GMT
My response to the discussions about the Piccadilly line in the Elizabeth line thread:
A quick look on the TfL timetable page tells me that, during the morning peak, both T4 and T5 get 6tph, with Northfields, Rayners Lane and Uxbridge each getting 4tph. In the afternoon peak the Northfields trains are diverted to Uxbridge with one terminating at Rayners Lane. This gives a peak frequency of 24tph through the central section. Off-peak each of Northfields, Rayners Lane and Uxbridge see 3tph as opposed to 4tph, with any extra trains above 21tph in the central section going to Northfields.
The District line sees 6tph go to each of the three termini. Services on the Wimbledon branch increase to 8-9tph during the peaks, with 6tph on top of this to High Street Kensington/Edgware Road.
If Ealing Broadway were to be served by the Piccadilly line instead of the District line, then 6tph at least should be provided to Ealing Broadway. 3tph of this would be as a result of the proposed peak frequency increase to 27tph, with the other 3tph likely being formed of diverted Northfields terminators. However, there are no Northfields terminators in the afternoon peak, so which terminus would it be better to divert trains from?
Once existing District line trains are diverted from Ealing Broadway, I wonder how the additional trains will be split between Wimbledon and Richmond. Could one or two become Circle line trains, as that line shares a long section with the District line?
However, my main concern would be stations served by District line trains west of Earl's Court (West Kensington, Ravenscourt Park, Stamford Brook, Turnham Green and Chiswick Park). The first four would then only be served by Richmond trains, which would be okay if Richmond received 2tph or 3tph extra, but Chiswick Park poses the biggest problem. Currently there is only the required tracks for Piccadilly line trains to serve Chiswick Park westbound, leaving Chiswick Park served only in one direction, so a new curve of track would need to be fitted to allow Piccadilly line trains to use the District line track before Chiswick Park.
Additionally, if this were to happen, Piccadilly line trains to Ealing Broadway should serve Turnham Green at the very least to allow for better interchange with Richmond trains. Ideally Ravenscourt Park would be served as well, because this has Piccadilly line platforms too. However this would create a confusing service pattern between Hammersmith and Acton Town, with fast and slow trains akin to the Metropolitan line. As such TfL may be opposed to this idea.
All information courtesy of cartometro.com and tfl.gov.uk
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Post by rif153 on Jul 20, 2023 14:10:48 GMT
My response to the discussions about the Piccadilly line in the Elizabeth line thread: A quick look on the TfL timetable page tells me that, during the morning peak, both T4 and T5 get 6tph, with Northfields, Rayners Lane and Uxbridge each getting 4tph. In the afternoon peak the Northfields trains are diverted to Uxbridge with one terminating at Rayners Lane. This gives a peak frequency of 24tph through the central section. Off-peak each of Northfields, Rayners Lane and Uxbridge see 3tph as opposed to 4tph, with any extra trains above 21tph in the central section going to Northfields. The District line sees 6tph go to each of the three termini. Services on the Wimbledon branch increase to 8-9tph during the peaks, with 6tph on top of this to High Street Kensington/Edgware Road. If Ealing Broadway were to be served by the Piccadilly line instead of the District line, then 6tph at least should be provided to Ealing Broadway. 3tph of this would be as a result of the proposed peak frequency increase to 27tph, with the other 3tph likely being formed of diverted Northfields terminators. However, there are no Northfields terminators in the afternoon peak, so which terminus would it be better to divert trains from? Once existing District line trains are diverted from Ealing Broadway, I wonder how the additional trains will be split between Wimbledon and Richmond. Could one or two become Circle line trains, as that line shares a long section with the District line? However, my main concern would be stations served by District line trains west of Earl's Court (West Kensington, Ravenscourt Park, Stamford Brook, Turnham Green and Chiswick Park). The first four would then only be served by Richmond trains, which would be okay if Richmond received 2tph or 3tph extra, but Chiswick Park poses the biggest problem. Currently there is only the required tracks for Piccadilly line trains to serve Chiswick Park westbound, leaving Chiswick Park served only in one direction, so a new curve of track would need to be fitted to allow Piccadilly line trains to use the District line track before Chiswick Park. Additionally, if this were to happen, Piccadilly line trains to Ealing Broadway should serve Turnham Green at the very least to allow for better interchange with Richmond trains. Ideally Ravenscourt Park would be served as well, because this has Piccadilly line platforms too. However this would create a confusing service pattern between Hammersmith and Acton Town, with fast and slow trains akin to the Metropolitan line. As such TfL may be opposed to this idea. All information courtesy of cartometro.com and tfl.gov.uk I'm sorry but I really don't see why the Piccadilly line should stop at Ravenscourt Park too just because there are platforms there, I don't see anyone calling for the Met line to stop at Willesden Green even though there are platforms to facilitate it. I assure you Piccadilly line commuters (such as myself) are far from thrilled at the prospect of all day Turnham Green calls slowing our journeys down, I can just about stomach it to facilitate interchange with the Richmond branch if Ealing Broadway is transferred to the Piccadilly. Having both lines stopping at Turnham Green and Hammersmith, with Turnham Green effectively replacing Acton Town as the interchange from the west is more than adequate. Ravenscourt Park is close enough to Hammersmith as it is, the stations have similar catchment areas. Once you add Ravenscourt Park to the Piccadilly Line where will it end? Might as well start building platforms at Stamford Brook once those commuters get jealous. Next thing they'll be building Piccadilly line platforms under West Kensington because there aren't already enough District/Piccadilly line interchanges. Oh and reopen Brompton Road, Down Street and York Road too. Before we know it there'll be campaigns to build a station inbetween South Ealing and Northfields because those stations clearly aren't close enough already.
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Post by BE37054 (quoll662) on Jul 20, 2023 14:50:14 GMT
My response to the discussions about the Piccadilly line in the Elizabeth line thread: A quick look on the TfL timetable page tells me that, during the morning peak, both T4 and T5 get 6tph, with Northfields, Rayners Lane and Uxbridge each getting 4tph. In the afternoon peak the Northfields trains are diverted to Uxbridge with one terminating at Rayners Lane. This gives a peak frequency of 24tph through the central section. Off-peak each of Northfields, Rayners Lane and Uxbridge see 3tph as opposed to 4tph, with any extra trains above 21tph in the central section going to Northfields. The District line sees 6tph go to each of the three termini. Services on the Wimbledon branch increase to 8-9tph during the peaks, with 6tph on top of this to High Street Kensington/Edgware Road. If Ealing Broadway were to be served by the Piccadilly line instead of the District line, then 6tph at least should be provided to Ealing Broadway. 3tph of this would be as a result of the proposed peak frequency increase to 27tph, with the other 3tph likely being formed of diverted Northfields terminators. However, there are no Northfields terminators in the afternoon peak, so which terminus would it be better to divert trains from? Once existing District line trains are diverted from Ealing Broadway, I wonder how the additional trains will be split between Wimbledon and Richmond. Could one or two become Circle line trains, as that line shares a long section with the District line? However, my main concern would be stations served by District line trains west of Earl's Court (West Kensington, Ravenscourt Park, Stamford Brook, Turnham Green and Chiswick Park). The first four would then only be served by Richmond trains, which would be okay if Richmond received 2tph or 3tph extra, but Chiswick Park poses the biggest problem. Currently there is only the required tracks for Piccadilly line trains to serve Chiswick Park westbound, leaving Chiswick Park served only in one direction, so a new curve of track would need to be fitted to allow Piccadilly line trains to use the District line track before Chiswick Park. Additionally, if this were to happen, Piccadilly line trains to Ealing Broadway should serve Turnham Green at the very least to allow for better interchange with Richmond trains. Ideally Ravenscourt Park would be served as well, because this has Piccadilly line platforms too. However this would create a confusing service pattern between Hammersmith and Acton Town, with fast and slow trains akin to the Metropolitan line. As such TfL may be opposed to this idea. All information courtesy of cartometro.com and tfl.gov.uk I'm sorry but I really don't see why the Piccadilly line should stop at Ravenscourt Park too just because there are platforms there, I don't see anyone calling for the Met line to stop at Willesden Green even though there are platforms to facilitate it. I assure you Piccadilly line commuters (such as myself) are far from thrilled at the prospect of all day Turnham Green calls slowing our journeys down, I can just about stomach it to facilitate interchange with the Richmond branch if Ealing Broadway is transferred to the Piccadilly. Having both lines stopping at Turnham Green and Hammersmith, with Turnham Green effectively replacing Acton Town as the interchange from the west is more than adequate. Ravenscourt Park is close enough to Hammersmith as it is, the stations have similar catchment areas. Once you add Ravenscourt Park to the Piccadilly Line where will it end? Might as well start building platforms at Stamford Brook once those commuters get jealous. Next thing they'll be building Piccadilly line platforms under West Kensington because there aren't already enough District/Piccadilly line interchanges. Oh and reopen Brompton Road, Down Street and York Road too. Before we know it there'll be campaigns to build a station inbetween South Ealing and Northfields because those stations clearly aren't close enough already. I was only talking about trains to/from Ealing Broadway.
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Post by JUNIOR26 on Jul 22, 2023 16:05:00 GMT
New Piccadilly Line trains have arrived in Germany for testing.
EDIT: I've just seen the other thread, never mind.
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Post by capitalomnibus on Jul 24, 2023 15:16:50 GMT
My response to the discussions about the Piccadilly line in the Elizabeth line thread: A quick look on the TfL timetable page tells me that, during the morning peak, both T4 and T5 get 6tph, with Northfields, Rayners Lane and Uxbridge each getting 4tph. In the afternoon peak the Northfields trains are diverted to Uxbridge with one terminating at Rayners Lane. This gives a peak frequency of 24tph through the central section. Off-peak each of Northfields, Rayners Lane and Uxbridge see 3tph as opposed to 4tph, with any extra trains above 21tph in the central section going to Northfields. The District line sees 6tph go to each of the three termini. Services on the Wimbledon branch increase to 8-9tph during the peaks, with 6tph on top of this to High Street Kensington/Edgware Road. If Ealing Broadway were to be served by the Piccadilly line instead of the District line, then 6tph at least should be provided to Ealing Broadway. 3tph of this would be as a result of the proposed peak frequency increase to 27tph, with the other 3tph likely being formed of diverted Northfields terminators. However, there are no Northfields terminators in the afternoon peak, so which terminus would it be better to divert trains from? Once existing District line trains are diverted from Ealing Broadway, I wonder how the additional trains will be split between Wimbledon and Richmond. Could one or two become Circle line trains, as that line shares a long section with the District line? However, my main concern would be stations served by District line trains west of Earl's Court (West Kensington, Ravenscourt Park, Stamford Brook, Turnham Green and Chiswick Park). The first four would then only be served by Richmond trains, which would be okay if Richmond received 2tph or 3tph extra, but Chiswick Park poses the biggest problem. Currently there is only the required tracks for Piccadilly line trains to serve Chiswick Park westbound, leaving Chiswick Park served only in one direction, so a new curve of track would need to be fitted to allow Piccadilly line trains to use the District line track before Chiswick Park. Additionally, if this were to happen, Piccadilly line trains to Ealing Broadway should serve Turnham Green at the very least to allow for better interchange with Richmond trains. Ideally Ravenscourt Park would be served as well, because this has Piccadilly line platforms too. However this would create a confusing service pattern between Hammersmith and Acton Town, with fast and slow trains akin to the Metropolitan line. As such TfL may be opposed to this idea. All information courtesy of cartometro.com and tfl.gov.uk I'm sorry but I really don't see why the Piccadilly line should stop at Ravenscourt Park too just because there are platforms there, I don't see anyone calling for the Met line to stop at Willesden Green even though there are platforms to facilitate it. I assure you Piccadilly line commuters (such as myself) are far from thrilled at the prospect of all day Turnham Green calls slowing our journeys down, I can just about stomach it to facilitate interchange with the Richmond branch if Ealing Broadway is transferred to the Piccadilly. Having both lines stopping at Turnham Green and Hammersmith, with Turnham Green effectively replacing Acton Town as the interchange from the west is more than adequate. Ravenscourt Park is close enough to Hammersmith as it is, the stations have similar catchment areas. Once you add Ravenscourt Park to the Piccadilly Line where will it end? Might as well start building platforms at Stamford Brook once those commuters get jealous. Next thing they'll be building Piccadilly line platforms under West Kensington because there aren't already enough District/Piccadilly line interchanges. Oh and reopen Brompton Road, Down Street and York Road too. Before we know it there'll be campaigns to build a station inbetween South Ealing and Northfields because those stations clearly aren't close enough already. lol. why stop there, throw Aldwych branch in to further slow things down.
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Post by ADH45258 on Jul 24, 2023 18:56:17 GMT
With discussion on the District/Piccadilly line, in my opinion these should have swapped branches earlier on when the Heathrow extension was constructed.
The District Line offers higher-capacity trains, which would have been better suited to serving Heathrow - more space for luggage etc too - and in the process becoming the non-stop line between Hammersmith and Acton Town. The Piccadilly line then could then have been remodelled to take over the slow lines via Stamford Brook etc, with the smaller tube trains serving Richmond, Ealing Broadway and Rayners Lane. Wimbledon - Edgware Road could be separated as a different line in this case.
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Post by BE37054 (quoll662) on Jul 24, 2023 18:59:10 GMT
With discussion on the District/Piccadilly line, in my opinion these should have swapped branches earlier on when the Heathrow extension was constructed. The District Line offers higher-capacity trains, which would have been better suited to serving Heathrow - more space for luggage etc too - and in the process becoming the non-stop line between Hammersmith and Acton Town. The Piccadilly line then could then have been remodelled to take over the slow lines via Stamford Brook etc, with the smaller tube trains serving Richmond, Ealing Broadway and Rayners Lane. Wimbledon - Edgware Road could be separated as a different line in this case. Wimbledon would still need to be served by some District Line trains as it has 8tph to Upminster and 6tph to Edgware Road. However, I do agree with your idea, a new curve of track would be built to enable Piccadilly Line and District Line trains to swap tracks prior to Hammersmith.
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Post by Dstock7080 on Jul 24, 2023 19:27:06 GMT
Many years ago the former Chief Operating Officer of LT Railways said that his biggest regret was not authorising the Heathrow extension to be surface stock loading gauge, it was made Tube stock solely on cost.
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