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Jubilee Line ATO Headways
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mackenzie_blu
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Isn't something like the Victoria Line which is designed for 90secs?
On the new tube upgrades: 90 seconds with the new distance to go ATO - its moving block.
60 seconds is possible with Seltrack
http://www.thalesgroup.com/assets/0...7ab1-4d27-9ac0-192150334a21.pdf?LangType=2057
2 minutes is the practical limit for conventional block signalling
I've observed most of the stops on the underground are somewhere around the 30 second limit. Clearly in rush hour, you only need a slight delay (because of example people are not moving down inside the cars and passengers can't get on) and you would be over that 60 second headway, even if you had a train outside waiting to come in (you can have trains 50 meters apart). So I would say the practical limit is nearer 90 seconds for planned purposes
There are other problems: for example terminals pinch points. On the Victoria line you can only get a 126 second headway through Brixton and thus the train service on the Victoria line only works with 28.5 trains. You cannot get 30tph on the Victoria Line because of Brixton, even though its all signalled for 2 mins. That's with conventional block signalling/ATO using the original system controlled from Couborg street. They reckon they could get this up to 33 tph on resignalling with the practical planned theoretical limit on LUL being 36tph on other lines. (100 second headways), although seltrac has been known to deliver 48tph.
'With these demanding operational requirements and MUNI’s need to double subway capacity from the original average of twenty-three trains per hour, it was clear that moving block CBTC technology would be the only way to go. Only Alcatel was able to offer the needed solution -- SelTrac® MB moving-block communications-based train control.
“Achieving 48 trains per hour throughput has been a tremendous accomplishment, considering that MUNI’s [San Francisco] operation is one of the most complex in the world. To go beyond this, and achieve burst throughput of over 60 trains per hour, demonstrates the inherent advantages of SelTrac’s moving block technique and underscores the hard work that the MUNI and Alcatel project team has put forth.” said Duncan Lewis, Alcatel’s Vice President of Operations'
http://www.tsd.org/SFMuni48TPH.doc
http://findarticles.com/p/articles/mi_m1215/is_6_200/ai_55074238/
There are other problems: for example terminals pinch points. On the Victoria line you can only get a 126 second headway through Brixton and thus the train service on the Victoria line only works with 28.5 trains. You cannot get 30tph on the Victoria Line because of Brixton, even though its all signalled for 2 mins. That's with conventional block signalling/ATO using the original system controlled from Couborg street. They reckon they could get this up to 33 tph on resignalling with the practical planned theoretical limit on LUL being 36tph on other lines. (100 second headways), although seltrac has been known to deliver 48tph.
'With these demanding operational requirements and MUNI’s need to double subway capacity from the original average of twenty-three trains per hour, it was clear that moving block CBTC technology would be the only way to go. Only Alcatel was able to offer the needed solution -- SelTrac® MB moving-block communications-based train control.
“Achieving 48 trains per hour throughput has been a tremendous accomplishment, considering that MUNI’s [San Francisco] operation is one of the most complex in the world. To go beyond this, and achieve burst throughput of over 60 trains per hour, demonstrates the inherent advantages of SelTrac’s moving block technique and underscores the hard work that the MUNI and Alcatel project team has put forth.” said Duncan Lewis, Alcatel’s Vice President of Operations'
http://www.tsd.org/SFMuni48TPH.doc
http://findarticles.com/p/articles/mi_m1215/is_6_200/ai_55074238/
Uranquinty
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Vic Line ran at 2 min frequency after the opening of Stage III and before the opening to Brixton.
Pre-WW2 and on Coronation Day 1953 the Bakerloo was worked at 1½ min frequency, an that was during manual days.
I note that at least part of the Jubilee is now timetabled to ¼ minute frequency like the W&C and Central.
Pre-WW2 and on Coronation Day 1953 the Bakerloo was worked at 1½ min frequency, an that was during manual days.
I note that at least part of the Jubilee is now timetabled to ¼ minute frequency like the W&C and Central.
Most dwell times are in the area of 30-40 seconds.
This is from the time enters the station platform and leaves the platform, not the time which it is standing.
Not that I count, but I don't think it's often accurate. The better line for the dwell times are on the central line, for example, as there is an indication in the cab for the driver as a countdown to when he should be moving.
Note, however, that is about dwell times, (see the photo in Mojos post), not headways, (the thread topic)
This is from the time enters the station platform and leaves the platform, not the time which it is standing.
Not that I count, but I don't think it's often accurate. The better line for the dwell times are on the central line, for example, as there is an indication in the cab for the driver as a countdown to when he should be moving.
Note, however, that is about dwell times, (see the photo in Mojos post), not headways, (the thread topic)
Uranquinty
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Vic Line still booked to run at 2 min frequency NB if there is a Seven Sisters/NPk reverser: [Walthamstow] 2 min [Seven Sisters] 2 min [Walthamstow] 2½ min and repeat during peaks off Brixton; pattern different ex-Walthamstow to let the Seven Sisters/NPk trains in; Central 2 min Leytonstone - White City WB morning peak, White City - Leytonstone EB evening peak; by comparison the Drain is only a sluggish 2¾ min.
Camden has trains appearing roughly every 45-60 seconds; although the conflict values are something in the order of 1½/1¾ min there between the branches.
Camden has trains appearing roughly every 45-60 seconds; although the conflict values are something in the order of 1½/1¾ min there between the branches.
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