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Post by railtechnician on Apr 15, 2013 9:02:39 GMT
Forty-four trains per hour, or one train every 82 seconds, are now run on the Charing Cross and Hampstead underground electric railway, and 604 trains enter and leave Charing Cross daily. The previous record for frequency of serviceon this or any other railway was 40 trains per hour, or a train every 90 seconds. Each train passes at least one station without stopping. In addition to increasing the frequency of the trains, the new service reduces the running time as follows:- Golders Green to Charing Cross 18 1/2 minutes; Highgate to Chariing Cross 15 1/2 minutes; as against 19 1/2 minutes and 16 1/2 minutes respectively on the former service.
The Engineer 26-07-1912
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Post by DistrictIO on Apr 15, 2013 21:01:59 GMT
22 minutes rather than 18.5 for the Golders Green trip today according to the TfL journey planner!
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Post by happybunny on Apr 15, 2013 21:36:06 GMT
If they had 44tph in the "day" why do we need ATO now, which will get what, 30tph  |
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Post by railtechnician on Apr 16, 2013 1:38:31 GMT
If they had 44tph in the "day" why do we need ATO now, which will get what, 30tph It's called progress! Just think, no CCTV, no PA, no Train or Station Radio, no Tunnel Telephone, no auto phones. It's a wonder they could run a service at all except for the fact that the staff were professional railwaymen and motormen, guards and signalmen all knew their jobs and worked closely together with station staff. A line controller, if one existed at the time, would probably have been more of an incident recorder and coordinator as the signalmen would no doubt have been the real controllers. The earliest line controllers were little more than switchboard operators with a timetable at hand. Technology is a wonderful thing but in many respects it has led to laziness and inefficiency and a world with too many chiefs and not enough indians. Add to that belt and braces H&S, political correctness and the other baggage that everyone has to carry in the modern age and a picture begins to develop of just how backward progress can be. |
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Post by Nortube on Apr 16, 2013 12:28:36 GMT
Checking the off-peak running times GG-CX in some timetables:
WTT24 (1969) M-F (Edgware - Kennington 36½)
WTT41 (1991) M-F - 19 minutes (36)
WTT53 (2010) Sun - 20 minutes (42)
WTT53 (2010) M-F - 21½ minutes (44)
The time in brackets is the running time from departure at Edgware to arrival at Kennington (doesn't include any 'stand' time in the platform at Kennington). WTT24 doesn't have a CX time.
All trains are SB, departing from Edgware at around 12:55
As can be seen, in 1991, it was only 19 minutes between GG and CX (and probably the same in 1969), rising to 20 mins (Sun) and 21½ mins (M-F) today. The Saturday and Sunday times in WTT53 are exactly the same.
In WTT53M-F, there are additional stand times of:
2 minutes at GG
1½ minutes at Camden Town
In WTT53Sun there are additional stand times of:
1 minute at GG
½ minute at Camden Town
There are no stand times in WTT24 or WTT41
The journey times are based on the actual departure time. Therefore, the stand times for Golders Green are only relevant for the Edgware - Kennington journey time and are not included in the GG-CX journey time
WTT53M-F has a stand time of 2 minutes at Golders Green and 1½ minutes at Camden Town.
Therefore, there is an additional running time of 1½ minutes between GG and CX and 3½ minutes between Edgware and Kennington because of the stand time.
When comparing the running times between stations in WTT41M-F and WTT53M-F, there is an additional between stations running time of 2½ mins between Edgware and Kennington:
½ min Edgware - Colindale
½ min Hampstead to Camden Town
½ min Camden Town - CX
1 min CX - Kennington
With the additional running time and platform stand times, this now means a passenger travelling from Edgware to Kennington has a journey time today of 44 minutes, compared to 36½ minutes in 1991 - an extra 7½ minutes!
Whilst the extra running time and stand times no doubt means that it makes recovery more easier when the job is up the wall, it is very frustrating for passengers to be held all over the place for no apparent reason. And, of course, the driver must keep making those passenger-annoying "sorry for the delay" messages!
Railtechnician
I do agree with what you say. A lot of what's going on today isn't real progress. Experienced people who knew what they were doing and made their own decisions are now just automatons following orders, afraid to do anything the slightest bit out of the norm in case they get a bollocking. A lot of improvements came out of Kings Cross, but Kings Cross also has a lot to answer for.
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Post by Nortube on Apr 16, 2013 12:37:57 GMT
I assume that they must have had stepping-back at Charing Cross, at least in the peak. Also, if trains were non-stopping the occaisioal stations, that may have helped reduce running time a bit, although I'd have thought that it would have meant more trains catching up with each other. In 1912, Camden Town was just a for junction (Golders Green / Highgate), unlike the more complicated junction it is today with the arrival of the City branch, so that no doubt made it easier from an operational point of view and perhaps helped reduce the journey time due to having to amend times to slot the additional junction working in.
It would be interesting to compare the running times from just before and just after the City branch was extended to Camden Town.
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Ben
Box Boy
Posts: 65 
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Post by Ben on Apr 17, 2013 18:38:40 GMT
Would an adoption of the 'spanish solution' at busy stations where reconstruction work is mooted be of any use in bringing down dwell times?
In terms of train design, there must also be a penalty for the two fewer double doors' worth of passenger flow that the 95ts allows compared to the 59ts? For that matter, presumably the 7car Bakerloo train formed with two UNDMs has the lowest dwell time of any 350' train on the system.
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