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Post by davidp on Feb 1, 2011 15:39:00 GMT
The unit I was on was one of the new design, so it's possible that these units have a timer while the older ones don't. I shall ask next time I see a non-stressed looking PSA. I've been travelling to and from Tower Gateway a lot recently. The trains stand in the station for about 7 minutes between arrival and departure and I've experienced all the various varieties of stock over the past few days. All of my trains have sat there with their doors wide open for the full 7 minutes or so. Sorry sir and with respect, but I'm beginning to believe that it was the PSA on your train manually closing the doors rather than any automated system.
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Post by davidp on Jan 22, 2011 14:14:45 GMT
the doors will automatically close after about 2 minutes, but passengers can reopen them until the PSA closes/locks them remotely. Do they? You may well be correct but I've never heard that anywhere else and as a regular DLR user have not really noted that. I have however been on trains where the PSA has been aware of a delay so has closed the doors but then immediately pressed the 'Re-open Other Doors' button. And I've also been on trains where the train has been held for 5 minutes or more and the doors have not closed. As for full automation, I guess there would be a H&S issue (how would the automated system know that everyone had alighted or boarded the train for instance?) and what would happen if the automated system broke down and the train had to be driven manually? Also don't forget that the PSA is responsible for revenue protection.
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Post by davidp on Jan 19, 2011 14:11:50 GMT
I was really just referring to the DLR's flexibility with most (all?) of it's track being bi-directionally signaled. With regular northbound passengers instinctively heading for the 'northbound' platforms, I couldn't see the point of the DLR choosing to make life more difficult that it would have been if the strike hadn't been called off - or at least had the High Court not intervened to rule that the strike was illegal (see www.bbc.co.uk/news/uk-england-london-12227596).
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Post by davidp on Jan 19, 2011 11:27:17 GMT
I've just received an email from DLR advising that if the planned strike goes ahead on 20/21 January then they intend to operate a Tower Gateway - Mudchute service only, at 5-10 minute frequency between 07.00-19.00. With no trains south of Mudchute, it will be interesting to see which platform is used since it is actually possible for southbound trains to run into Platform 2 (the through northbound platform) as well as the new Platform 3 - I have seen this happen. Indeed the signalling allows trains from Platform 1 (the through southbound platform) to run northbound and regain the normal northbound track at the scissors crossover between there and Crossharbour though as that would require northbound passengers to use the 'southbound' platform this may not be the most suitable option.
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Post by davidp on Jan 17, 2011 19:54:26 GMT
But there was (and still is) a useful reversing point just 100m further north at Crossharbour. Reversing at Crossharbour requires detraining the passengers - where as reversing at Mudchute isn't. True, but as I said earlier in this thread, reversing at Mudchute requires blocking the through southbound track before crossing and blocking the through northbound track and of course adding about 5 minutes to the turnaround time. Don't get me wrong, I live near Mudchute Station and would really like to see the platform used on a more regular basis but I really can't see any justification for it given the current ridership on the DLR.
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Post by davidp on Jan 17, 2011 15:12:26 GMT
AIUI it was built because some politically influential person saw the existing siding beside the station and thought that it should be a platform not a siding. I've heard that tale as well, though no name mentioned. Can anyone elaborate since I'm interested to know if anyone would really have enough political clout to get that platform built given the expense of building it and the difficulty of timetabling the usage of such a side platform when there is such an intensive service? Aside from that, it creates a useful reversing point for use in disruption. But there was (and still is) a useful reversing point just 100m further north at Crossharbour.
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Post by davidp on Jan 14, 2011 10:42:36 GMT
In the morning peaks, alternate Stratford to Canary Wharf trains are extended to Lewisham and this appears to be sufficent to meet demand (others may disagree of course :-)). And whilst I would like some trains to do that in the evening peak as well, again the current provision does appear to be sufficient.
The issue with the extra platform at Mudchute is that for southbound trains to get into that platform they have to cross and therefore block the northbound through line and whilst waiting to cross, they of course also block the through southbound line. With such a relatively intensive service that would make timetabling a bit of an issue.
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Post by davidp on Jan 13, 2011 14:00:05 GMT
No, the third platform at Mudchute is not in regular use yet - i.e. no trains are timetabled to use it though the train that I was on last Saturday morning was running late and terminated there instead of running through to Lewisham.
And there are now no scheduled Crossharbour terminators either, so nothing that could easily extended to Muchute.
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Post by davidp on Dec 6, 2010 17:07:21 GMT
Oh and a note on the Bank map about trains not stopping at WIQ in the peak. Erm, no, Sorry - trains from Bank to Lewisham don't stop at WIQ until after 7 pm on Monday to Friday
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Post by davidp on Dec 2, 2010 17:29:48 GMT
Trying to board a Beckton-bound train at Canning Town in the evening rush is not a pleasant experience either. Either three car trains or a doubling in frequency would be most welcome. You'll get your wish (sort of) when the Stratford International to Canning Town extension opens in the New Year. Of course, you'll have to play the 'Canning Chase' since some Beckton trains will depart from the existing platform at Canning Town and some from the former NLL platform.
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Post by davidp on Oct 19, 2010 10:34:51 GMT
Here in Amsterdam, my Metro route (50) is supposed to be 3-car during the peak and daytime but quite often is short-formed. On platform signs, after the train has left the preceding stop, the estimated arrival time of the train is replaced by a pictogram of a two- or three-car train as appropriate, allowing people to move to the appropriate place on the platforms. I've often thought that this would be useful on the DLR.
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Post by davidp on Jul 15, 2010 15:46:21 GMT
So, I can assume that there is now 30tph Shadwell to Westferry, and 22.5tph from Canary Wharf to Lewisham? Not bad! I make that 20 tph between Canary Wharf and Lewisham in the morning peak (x 4 mins from Bank and x 12 mins from Stratford) but with the Bank trains all being 3-car trains then the capacity is pretty impressive. It's a shame though that the evening peak service is now only 13.3 tph. (x 4.5 mins from Bank), only slightly up from the daily daytime service of 12 tph (x 5 mins from Bank).
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Post by davidp on Jul 14, 2010 10:44:25 GMT
In case you haven't noticed, the DLR sneaked in some timetable changes from last weekend. The annoucement of the changes was only made on the Friday AFAIK and the timetables were only made public from the Saturday - i.e. after the changes had started.
Just looking at the DLR's timetable page, it appears that the majority of changes are around the peak services with the morning peak service between Bank and Lewisham now every 4 mins; Tower Gateway and Beckton every 8 mins; Bank and Woolwich Arsenal every 8 mins; Canning Town (not Blackwall as previous) and Woolwich Arsenal every 8 mins and Stratford to Canary Wharf every 6 mins with alternate trains extended to Lewisham.
In the evening peak, the only changes that I can see are that the Stratford trains operate no further south than Canary Wharf and the 'extra' trains on the Woolwich Arsenal branch start and finish at Canning Town rather than Blackwall.
The press release also states that there are changes to some changes to first and last train times, but I haven't spotted any yet.
So the Stratford branch is now almost completely segregated from the rest of the network with only some of the morning peak service (south of Canary Wharf) and the evening/weekend service (southbound platform at West India Quay) sharing any track with any other line.
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Post by davidp on May 31, 2010 13:17:15 GMT
Monday to Friday peak hour trains from Stratford do continue south beyond Canary Wharf either to Crossharbour or Lewisham but as others have said and with no publicity from the DLR, most now terminate at the Wharf.
Oh, and all Monday to Friday daytime trains (until 7pm) from Bank to Lewisham use the avoiding line around West India Quay not just peak hour ones.
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Post by davidp on May 15, 2010 16:01:59 GMT
And 151 in service today between Bank and Lewisham
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Post by davidp on May 5, 2010 11:36:20 GMT
regarding this quote: www.britishtramsonline.co.uk/may10/newsdlr1.htmlI am a little confused. It states that full 3 car operation begun on 28/04 (past tense). But then goes on to state that so far only two units have been in 3 car operation. Have I missed a piece of the jigsaw? Not exactly. The artical says that only two *TYPES* of units, the B2007 and B2009 stock, are operating in three car formation so far (there are 24 B2007 units and 31 B2009 units - 6 of which still haven't been seen in service yet). The older types of units (B90, B92 and B2K) only operate in 2-car formation at the moment and so in theory do not operate the Monday to Friday Bank to Lewisham service.
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Post by davidp on Apr 22, 2010 8:20:42 GMT
The other weekend I travelled from Limehouse to Canary Wharf and had my Oyster card checked by the train captain. Dont travel that often on the DLR, but have never experienced this in the past so assume these days they are checking tickets more often as people are less likely to avoid paying on the DLR due to lack of staff and gates I presume you mean " more likely to avoid paying .." ? There did seem to be a time during the worst of the disruption caused by the upgrade work when you'd never see a Train Captain (or Passenger Service Agent as they are being called this week) because they'd be stuck at the front with the train being in 'LDP' mode (which I presume means Lead Driving Position?). But since February, I've had my ticket checked more than 50% of the times that I've travelled on the DLR. A few weeks ago, I witnessed a team of revenue inspectors checking tickets on board and catching a good few people without valid tickets. It was also noticeable how many people got on the train, saw the inspectors and then suddenly got straight back off again.
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Post by davidp on Mar 2, 2010 14:36:55 GMT
Unless an empty three car train has longer loading time than an empty two-car train or the trains were running at a lower frequency, then I really don't see how the three-car trains did anything more than enable 50% more people to travel per train - helping the situation. Indeed, however I think the issue is that although the DLR are trumpeting the arrival of 3-car trains on the Bank to Lewisham route, no-one seems to have seen more than 3 (out of a peak requirement of 15) trains formed of 3-cars out at any one time - and I make that 33 cars in total, up from 30 prior to the upgrade or only an 10% additional capacity - so far.
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Post by davidp on Feb 24, 2010 18:52:35 GMT
Saw one formation in the siding at Chrisp Street, another 3-vehicle led by 132 (131 at rear) at West Ferry, and another at Limehouse with 124 at the rear. The were also staff giving the 'right' to NB 3-car trains at Canary Wharf which suggests platform mirrors may be an issue. I saw 124 coupled with 144 and 135 (I think) at Canary Wharf at about 3pm heading south. There were platform staff in hi-viz vests there and at Herons Quay at least. Any staff sightings at other stations?.
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Post by davidp on Feb 23, 2010 16:50:13 GMT
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Post by davidp on Feb 22, 2010 18:09:16 GMT
I hope I'm reading that Blogspot wrongly, but I can't see anything that definitely states that closures will *ONLY* go up to 3rd October and not beyond.
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Post by davidp on Feb 7, 2010 13:32:06 GMT
It would seem that the whole of the Western branch is now also being closed all weekend in two weeks' time, 13/14 February. What work can this be for other than things not completed during the shutdown. I may have missed it, but I don't remember this being advertised before the long shutdown began. The closure of the western leg that weekend appears on the same posters advertising the 5-week closure, so yes it was advertised before the long shutdown. As for what work this could be for, well three options immediately occur to me - 1. Work completely unconnected with the 5-week shutdown that needed to be done but couldn't be done at the same time. 2. Work that is connected to the shutdown but could be done either by extending the shutdown into a 6th working week OR be done later over a weekend (and they've chosen the latter) or 3. Work that involved checking what had been done but could only be done after a "bedding-in" period. I happily admit that I could be completely wrong here of course so if any DLR person could enlighten me ..
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Post by davidp on Feb 7, 2010 13:20:42 GMT
I saw a 3-car train out and about today (Sunday 7th February). It was heading south from Herons Quay at about 11:40 am but *appeared* just to be on-test (I could see some guys in hi-viz vests but no passengers on-board) so I don't know how long it will be out to play.
All the other trains that I've seen so far today in passenger service are still only 2-cars.
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Post by davidp on Feb 5, 2010 9:28:44 GMT
Are they actually running any 3-vehicle trains??? No sign of any yesterday (Thursday). I've seen speculation that they were due to start "later this week" but no official confirmation.
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Post by davidp on Jan 31, 2010 13:32:29 GMT
Thanks for the links to the London Reconnections Blog. I'm still trying to understand what the issues are here, but as far as I can see, a posting in the blog from last September said that Bank Station would be closed from Christmas for "about 4 weeks" and therefore re-open on 25th January - though I still can't find any official source for this (can anyone help?).
Now even if the "about 4 weeks" did come from an official source I've been in project planning long enough to know that an "about 4 weeks" more than 3 months before the start date of the project can very easily turn into much longer time scale once the scope of the work has been fully clarified. So the fact that "about 4 weeks" turned into 5 weeks seems very reasonable.
And I return to my original point - As far as I can see, by the time it came to officially publish a timescale for the works, TfL have only published the "end of January" date for the end of the closure. And that's what's happening. Closed until the end of January which means open on 1st February (that's not clever marketing by the way, it's just simple logic).
There's a lot that TfL/DLR/Serco do that I think we can worked up about and I'll be with you on the barricades with most of them, but publishing an end-date and sticking to it is sadly not one of them.
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Post by davidp on Jan 26, 2010 10:09:18 GMT
Hi
Could I ask the OP why he thought Bank station should be open yesterday? All the official publicity that I have seen has consistently stated "end of January" as far as closure has been concerned so I'd assumed that the work was on target.
Also as I passed Mint Street junction yesterday, there was still a lot of engineering work going on there, so I would have assumed that the end of January finish date (delayed or not) was down to that. What software issues have there been?
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Post by davidp on Nov 9, 2009 8:45:00 GMT
I thought it was going to be rename as Millennium Quarter? There were plans for Millharbour, the road leading directly south from the previous South Quay station, to be turned into an area of bars, clubs and other nightlife to be known as the Millennium Quarter. However as far as I can see in the latest local plans, this scheme has been dropped/scaled back - certainly the name "Millennium Quarter" has not be attached to the local area, so would not seem be logical to attach this name to the local DLR Station.
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Post by davidp on Nov 9, 2009 8:33:21 GMT
Nothing much left of the previous South Quay Station after this weekend's demolition efforts
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Post by davidp on Oct 27, 2009 9:14:14 GMT
So we have a nice new (and presumably expensive) platform at Mudchute for terminators from Canary Wharf and beyond, but I've seen no sign that it is going to be used on a regular basis.
It has been used on an ad-hoc basis - I picked up a Stratford bound service from here about 7:30 this morning, but that seemed to be because of a long gap in the service from south of the river.
As well as the expensive, the DLR lost a refuge siding when this platform was built so I presume they do have some plans for it, so does anyone know what they are?
TIA David
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Post by davidp on Oct 27, 2009 9:07:59 GMT
Would these be the same Capacity Enhancement Works that redced the number of tracks in Tower Gateway station from two to one, and imposed the 2 mph crawl for incoming trains (with automatic driving - haha !) arriving on the remaining track for more than the entire platform length, thus extending the running time by at least one minute and grossly reducing the number of trains per hour that can use Tower Gateway ? I haven't used Tower Gateway since it re-opened, but ISTR that the speed restrictions were there prior to the upgrading (all about approaching buffer stops). Are the restrictions more severe now?
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