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Post by Deep Level on Jan 13, 2011 11:45:29 GMT
I haven't had a chance to travel on the DLR in quite a while. I was wondering if the third platform at Mudchute was in regular use yet? Looking on-line it doesn't appear to be.
I feel that Crossharbour trains should be extended to Mudchute and move the siding to the track closest to the road so that southbound trains travel straight after Crossharbour. As the Crossharbour siding will not need much use I'm sure this would work, but you would obviously need to add crossover just south of Crossharbour.
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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 Deep Level on Jan 14, 2011 9:50:33 GMT
I forgot that there is no Crossharbour terminators any more. Tbh I feel that the shortening of the route to Stratford was a bad decision, but that's just my opinion.
Do you think they may consider extending the Stratford Line down to Mudchute? Maybe even just at peak times.
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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 Deleted on Jan 14, 2011 16:34:31 GMT
What was the purpose of this platform being built, what services was expected to use it.
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Post by Chris M on Jan 14, 2011 16:45:27 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.
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Post by Deleted on Jan 14, 2011 16:53:27 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. Aside from that, it creates a useful reversing point for use in disruption. |
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Post by Deleted on Jan 15, 2011 12:01:26 GMT
What was the purpose of this platform being built, what services was expected to use it. The purpose stated in the planning application was that it was built as an additional capacity enhancement measure to enable northbound services to commence from Mudchute, relieving the overcrowding experienced on peak services to Bank/Tower Gateway. I'm guessing the 3-car capacity enhancement is currently sufficient, but it is there if overcrowding becomes an issue again in the future and is an additional turnback point if needed. |
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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 mrfs42 on Jan 17, 2011 15:40:27 GMT
I've just had a quick look through (I think) the most recent DLR TTs, and I can't see a booked turnback at either Crossharbour or Mudchute.
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Post by Deleted on Jan 17, 2011 15:47:47 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. |
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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 alholmes on Jan 19, 2011 7:03:57 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.
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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 Chris M on Jan 19, 2011 12:37:33 GMT
If the station is staffed on the strike day (I've no idea whether it will be or not) then with some posters it will be perfectly possible to direct people to the other platform. This regularly happens at Leytonstone when the line is shut west of there, and I think at Paddington when Bakerloo is closed south of the station. Neither of these are DLR though and my experience with them is during engineering works rather than strike action.
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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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