Has training started yet or is this something that will be quietly forgotton about now we learn the Maidstone services might never run
*AFAIK only a few driver trainers/commissioning drivers have been fully trained so far
What's the connection between ATO and Maidstone?
Needed to increase the capacity in the core for the 21st to 24th hourly services I think?
Really?! So all the publicity about it being the first ATO mainline railway was wasted/premature?Correct!
ATO needs to be implemented first so that the capacity can be increased. You will then get the Ashford (Maidstone East) services to Cambridge and the Orpington to WGC services.
Can't see it happening soon though, if at all during this franchise!
I doubt it, as the Thameslink core section does manage to have a frequency increase by the ATO system.Really?! So all the publicity about it being the first ATO mainline railway was wasted/premature?
18+ months behind the last I heard. Hitachi didn't fully appreciate what they were bidding on...Doesn't the Traffic Management System also need to be implemented to go 24tph ?
I haven't heard anything about how its implementation is going.
Regular driver diversionary refresher training run (they can use Vic 1-8 if everything goes wrong elsewhere)Why is a 700 parked outside Victoria?
Why is a 700 parked outside Victoria?
The constant delays with the subsurface lines have been caused due to the technical complexity of the requirement, ie, a large network with multiple flat junctions. It's about five years late, not well over a decade.When you consider ATO on LUs sub surface lines must now be well over a decade late with contracts failing etc, it’ll probably be ranked a substantial achievement if this ultimately turns out only 18 months behind schedule
The constant delays with the subsurface lines have been caused due to the technical complexity of the requirement, ie, a large network with multiple flat junctions.
Heard ATO driver training starts next month...
I doubt it, as the Thameslink core section does manage to have a frequency increase by the ATO system.
Of course, the ATO system would be more effective if that's being extended to London Bridge and Elephant & Castle stations.
The issue with ATO isn’t contracts—all the infrastructure and rolling stock is done, TMS notwithstanding. The issue is driver training.
No, much higher frequency than any of that. Ultimately the sub-surface lines are planned to run at up to 34tph in the central area and unlike Thameslink there far more conflicting movements overall.A bit like Bermondsey - London Bridge - Met Jn - Blackfriars Jn (Elephant & Castle / Southwark Bridge Jn) - St Pancras - Dock Jn - Kentish Town / Belle Isle Jn - Holloway - Finsbury Park?
Correct. The triangular junction at Aldgate is a particular headache, with up to 34 TPH on each leg. Thameslink doesn't begin to come near this complexity.The busiest part of the core is from Blackfriars to St Pancras. The St Pancras junction is grade separated leaving Blackfriars as the major flat junction conflict. Thameslink also has dedicated tracks through London Bridge and the diveunder creates grade separated junctions for all regular movements. So I'd say the junction conflicts on Thameslink are far less severe than the sub-surface lines - if I've counted correctly there are six junctions on the Circle (original definition) and two more only just off it where moves in opposite directions cross each other on the flat.
Depends who you talk to though, Metronet in 2004 were promising the Hammersmith & Circle line would have new signals and controls by 2011 and the Met & District by 2015.The constant delays with the subsurface lines have been caused due to the technical complexity of the requirement, ie, a large network with multiple flat junctions. It's about five years late, not well over a decade.
And we know what happened to Metronet. Their false promises were not related to technical issues.Depends who you talk to though, Metronet in 2004 were promising the Hammersmith & Circle line would have new signals and controls by 2011 and the Met & District by 2015.
Needed to increase the capacity in the core for the 21st to 24th hourly services I think?
And we know what happened to Metronet. Their false promises were not related to technical issues.
It's only 19tph at the minute through the Core. Compared to the full proposed timetable, 2x Cambridge to Maidstone (all day), 2x Welwyn GC to Sevenoaks (peak only) and 1x Bedford to Littlehampton (peak direction) are still missing. Plus rumours and persistent suggestions of more trains around the Wimbledon loop in to the bay platforms when the Sevenoaks trains are out the way, which would mean more trains crossing in front of each other South of the river.
I'm not sure anything is being introduced in the December change?
Or are you saying that the powers that be foresee that 21tph will be OK under conventional signalling?
It’s actually 20 through the core today, the 2nd Littlehampton runs but doesn’t go to Littlehampton (southbound am peak).
It’s actually 20 through the core today, the 2nd Littlehampton runs but doesn’t go to Littlehampton (southbound am peak).