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#1
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Sorry to trouble but does anyone have any information as to what is
going on with the Central Line these days ...? Having met with various (excuses?) reasons for the grim service right now (varying from `overrunning engineering works', `signal failure', `multiple signal failure' and `signalling systems failure') I am curious as to how the line has ended up running so badly recently, with constant and continuous delays. Many thanks to anyone who might be able to shed some light ![]() London-Lass |
#2
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london-lass wrote:
Sorry to trouble but does anyone have any information as to what is going on with the Central Line these days ...? There had been complaints from jealous Northern Line users. Sorted! ESB |
#3
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![]() "london-lass" wrote in message ups.com... Sorry to trouble but does anyone have any information as to what is going on with the Central Line these days ...? Having met with various (excuses?) reasons for the grim service right now (varying from `overrunning engineering works', `signal failure', `multiple signal failure' and `signalling systems failure') I am curious as to how the line has ended up running so badly recently, with constant and continuous delays. Many thanks to anyone who might be able to shed some light ![]() http://www.metronetrail.com/default....=1164030303796 |
#4
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![]() http://www.metronetrail.com/default....=1164030303796 So constant signaling problems on Central line for 4 days are a result of "fixed" computer failure on Monday? |
#5
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On 23 Nov 2006 05:27:04 -0800, "london-lass"
wrote: Sorry to trouble but does anyone have any information as to what is going on with the Central Line these days ...? Having met with various (excuses?) reasons for the grim service right now (varying from `overrunning engineering works', `signal failure', `multiple signal failure' and `signalling systems failure') I am curious as to how the line has ended up running so badly recently, with constant and continuous delays. Many thanks to anyone who might be able to shed some light ![]() London-Lass I saw a poster at Bank station the other day which mentioned that a new Central Line timetable was due to start on Monday. Given that the Central Line is now automated, I'd assume that on Sunday night/Monday morning Metronet would have had to 'load' the new timetable onto the signalling control system. Maybe this upload didn't go according to plan? Al Holmes |
#6
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On 23 Nov 2006 05:27:04 -0800, "london-lass"
wrote: Sorry to trouble but does anyone have any information as to what is going on with the Central Line these days ...? Having met with various (excuses?) reasons for the grim service right now (varying from `overrunning engineering works', `signal failure', `multiple signal failure' and `signalling systems failure') I am curious as to how the line has ended up running so badly recently, with constant and continuous delays. Many thanks to anyone who might be able to shed some light ![]() The new timetable was due to run from last Monday. When it was loaded it crashed the train control computer. All Central Line trains are driven automatically by a central control computer (in simple terms). Operation reverted to the old timetable while a technical assessment has been made as to the failure, a solution devised and assurance tests made. There was an overrun of engineering works at Epping the other morning so that comment is quite correct. Prior to last weekend there have been problems with local site computers at the Eastern end of the line and communications back to the control centre - these have caused considerable delays but not shut the entire line as per Monday. I understand a fix has been diagnosed and an attempt to load the new timetable will be made for tomorrow morning. The above info is provided in good faith but carries no guarantee as to the service quality on Friday! -- Paul C Admits to working for London Underground! |
#7
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![]() Paul Corfield wrote: The new timetable was due to run from last Monday. When it was loaded it crashed the train control computer. All Central Line trains are driven automatically by a central control computer (in simple terms). Not quite. I used to think this too but an AET who works on the Central informed me that the ATO function is locally controlled from the trackside SERs, which implies that the central computers are merely a regulatory and supervisory system (i.e. a souped-up programme machine); I suspect the main reason why Coded Manual driving was instituted during the computer crash was simply to reduce the number of things that could additionally go wrong. One big reason why the service was diabolical is because there were a lack of licensed station staff available to open the SERs at the controlled sites and operate the ELCPs (Emergency Local Control Panels). Apparently the LU station staff diagrammers never expected a situation like this, where more than one SER would need to be locally operated - it makes you wonder if the licensing will be extended to more staff members! |
#8
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![]() and an attempt to load the new timetable will be made for tomorrow morning. Uh-oh... I'll better walk to the Jubilee line then :-) |
#9
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![]() Paul Corfield wrote: The new timetable was due to run from last Monday. When it was loaded it crashed the train control computer. All Central Line trains are driven automatically by a central control computer (in simple terms). Blimey, are Microsoft doing s/w for train signalling systems now as well. The day that they start doing fly by wire is the day I stop flying. Kevin |
#10
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In article . com,
TheOneKEA writes All Central Line trains are driven automatically by a central control computer (in simple terms). Not quite. I used to think this too but an AET who works on the Central informed me that the ATO function is locally controlled from the trackside SERs, which implies that the central computers are merely a regulatory and supervisory system (i.e. a souped-up programme machine); Neither is quite correct. The ATO/ATP function is on the train and controlled by the driver: - in ATO mode the driver presses "start" and ATO drives the train under the restrictions set by ATP; - in Coded Manual the driver drives the train himself under the restrictions set by ATP. In both cases the train is informed of the permitted speed limit in the current and next blocks by codes in the rails. These are sent by the trackside units. At stations, a docking beacon sends the train details of the line ahead and, in ATO mode, whether or not to stop at the next station and whether to go "full welly" or coast at various places to increase the running time (and so space out trains). The central computer: - sets routes for the trains at junctions (like a programme machine); - instructs the beacons to issue "don't stop" and "coast" instructions. -- Clive D.W. Feather | Home: Tel: +44 20 8495 6138 (work) | Web: http://www.davros.org Fax: +44 870 051 9937 | Work: Please reply to the Reply-To address, which is: |
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