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Post by southlondonbus on Nov 26, 2023 17:25:48 GMT
That's right which does mean that 1 less train is freed up now based on the original plans. So either one less each time can be sent off or another journey has to be withdrawn to allow one less train to be needed on the main service. Whilst it could easily cope, dropping the shuttle to every 30 mins probably wouldn't go down well at all. It would possibly work if as a compromise a through service was run via Woodford (ie Hainault to Central London via Woodford which is the quicker route) and it was timetabled at every stop such as the xx12 snd xx42 from Stratford in order for people to plan around it like with the Amersham and Chesham trains. I remember reports from May that the Monday-Friday service had been reduced by removing diagrams from the Working Timetable - three all-day diagrams were removed completely whilst three spreadover diagrams only operate in the morning and three only in the afternoon. I wonder if a new reduced Working Timetable will appear in due course, this will enable resources to be used more effectively by thinning out services on the outer sections. This would allow more through trains to operate on the Hainault-Woodford Line, possibly at the expense of some Epping trains. Certainly the overcrowding issues in January 2020 which the extra Leytonstone to White City's were to combat have probably subsided now with people working from home more but more majorly the Elizabeth line now fully operational. I do feel if the 4 car setup isn't going to happen then a through service should really be restored now. Extra trains wouldn't be needed through central London as 3 trains which currently terminate at Hainault would continue through.
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Post by joefrombow on Nov 27, 2023 10:38:25 GMT
That's right which does mean that 1 less train is freed up now based on the original plans. So either one less each time can be sent off or another journey has to be withdrawn to allow one less train to be needed on the main service. Whilst it could easily cope, dropping the shuttle to every 30 mins probably wouldn't go down well at all. It would possibly work if as a compromise a through service was run via Woodford (ie Hainault to Central London via Woodford which is the quicker route) and it was timetabled at every stop such as the xx12 snd xx42 from Stratford in order for people to plan around it like with the Amersham and Chesham trains. I remember reports from May that the Monday-Friday service had been reduced by removing diagrams from the Working Timetable - three all-day diagrams were removed completely whilst three spreadover diagrams only operate in the morning and three only in the afternoon. I wonder if a new reduced Working Timetable will appear in due course, this will enable resources to be used more effectively by thinning out services on the outer sections. This would allow more through trains to operate on the Hainault-Woodford Line, possibly at the expense of some Epping trains. Are through trains needed ? Outside of peaks most trains carry fresh air when I've used the branch , I think a 30 minute service outside peaks would be perfect a regular clockface pattern from Woodford or Hainault only using one train plus Roding , Chigwell and Grange Hill are technically in Essex so not a London problem in a way .
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Post by southlondonbus on Nov 27, 2023 12:41:07 GMT
I remember reports from May that the Monday-Friday service had been reduced by removing diagrams from the Working Timetable - three all-day diagrams were removed completely whilst three spreadover diagrams only operate in the morning and three only in the afternoon. I wonder if a new reduced Working Timetable will appear in due course, this will enable resources to be used more effectively by thinning out services on the outer sections. This would allow more through trains to operate on the Hainault-Woodford Line, possibly at the expense of some Epping trains. Are through trains needed ? Outside of peaks most trains carry fresh air when I've used the branch , I think a 30 minute service outside peaks would be perfect a regular clockface pattern from Woodford or Hainault only using one train plus Roding , Chigwell and Grange Hill are technically in Essex so not a London problem in a way . I would say yes. Both Chesham and Mill Hill East have gone back to through services and it does make the services better by not having to make connections. 19 mins for a missed train at Woodford just to go 5 mins more to Chigwell definitely increases a journey time to Stratford/central London. Personally I'm not bothered by the shuttle if the actual purpose of it is recognised as it was till the 90s by using smaller trains but if the 4 car configuration isn't being done then it should go back for passenger convience.
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Post by capitalomnibus on Nov 28, 2023 0:06:34 GMT
The enthusiast in me is very sad that the refurbished trains just sound like a boring S-stock train. But that new moquette, nice. So glad it’s not barman. I do not think it sounds like S Stock. It is a cross between S stock and 09 stock.
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Post by capitalomnibus on Nov 28, 2023 0:31:18 GMT
How does the RAT run with the Central Line signalling ? Has this been converted to ATO or does it have on board signalling ? I know a few stations on the line have starter signals at stations but yeah interesting how it all runs together . The RAT is driven manually on the Central, the driver reacts to either lineside signals or the in-cab speed recommended display. The RAT cannot operate automatically. If the RAT can be operated manually on the Central line, this then gives scope for other trains to still be used on the line manually if they were also fitted with an in cab display. An in cab display could have allowed a 315 to run on the tunnel section on the Elizabeth line (wishful thinking)
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Post by Dstock7080 on Nov 28, 2023 6:43:46 GMT
If the RAT can be operated manually on the Central line, this then gives scope for other trains to still be used on the line manually if they were also fitted with an in cab display.
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Post by ThinLizzy on Nov 28, 2023 17:23:17 GMT
The RAT is driven manually on the Central, the driver reacts to either lineside signals or the in-cab speed recommended display. The RAT cannot operate automatically. If the RAT can be operated manually on the Central line, this then gives scope for other trains to still be used on the line manually if they were also fitted with an in cab display. An in cab display could have allowed a 315 to run on the tunnel section on the Elizabeth line (wishful thinking) sadly, I don't think the 315s would have lined up with the platform edge doors
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Post by capitalomnibus on Nov 28, 2023 22:02:37 GMT
If the RAT can be operated manually on the Central line, this then gives scope for other trains to still be used on the line manually if they were also fitted with an in cab display. An in cab display could have allowed a 315 to run on the tunnel section on the Elizabeth line (wishful thinking) sadly, I don't think the 315s would have lined up with the platform edge doors It was more the case of just to drive it through there for a good send off.
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Post by capitalomnibus on Nov 28, 2023 22:04:06 GMT
On another point, does anyone know why between carriages on the central line 92 stock, there are head lights and tail lights. Surely a train has never driven with no driving end at the front or even the rear of the train unit.
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Post by ThinLizzy on Nov 28, 2023 22:08:07 GMT
sadly, I don't think the 315s would have lined up with the platform edge doors It was more the case of just to drive it through there for a good send off. to be fair, I'd love to see that There are photos on LinkedIn of a class 69 loco at Canary Wharf, which again, I would have loved to see go through
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Post by towerman on Nov 28, 2023 22:09:26 GMT
Probably there for when being driven around depots as sole units,think the coupling ends of middle units have rudimentary driving controls.
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Post by richard on Nov 28, 2023 23:07:29 GMT
On another point, does anyone know why between carriages on the central line 92 stock, there are head lights and tail lights. Surely a train has never driven with no driving end at the front or even the rear of the train unit. Just for shunting around the depot they wouldn't do that in service on the line
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Post by joefrombow on Nov 29, 2023 14:56:00 GMT
On another point, does anyone know why between carriages on the central line 92 stock, there are head lights and tail lights. Surely a train has never driven with no driving end at the front or even the rear of the train unit. Just for shunting around the depot they wouldn't do that in service on the line The seats come up at the end of the carriage and controls are there to operate the train for shunting I believe .
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Post by Dstock7080 on Nov 29, 2023 19:37:34 GMT
The seats come up at the end of the carriage and controls are there to operate the train for shunting I believe. Under the left perch seat A-end of B and C cars.
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Post by capitalomnibus on Nov 30, 2023 13:21:57 GMT
Wow, that is amazing, would have never thought that
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