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

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

"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

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?

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

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!

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!

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 :-)

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

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
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