I had my first journey on the automated Jubilee Line between Stratford
and Westminster today and it’s very difficult to notice that the train
is being driven by a computer unlike on the sister Central and
Victoria lines.

All the signals have been sellotaped and bagged over, including the
platform repeaters - I used to use the trio cluster of signal
repeaters on the Jubilee concourse at Stratford to know if I should
make a hasty run for the next departure or casually walk to the
opposite platforms and travel on the next train.

In comparison to the Central and Victoria line systems, the Jubilee
ATO drives the train at a very humble and civilised pace, unlike on
the other said lines which have the touch of an elephant and drive the
trains as “fast as possible between stations” (the words of a Central
Line manager who I once spoke with) and brake on a sixpence at the
very last possible moment. From what I experienced today, the ATO
accelerates to line speed then coasts and gradually notches back up
should the speed fall, unlike on the Central line that I notice is
driven by only using acceleration and braking without coasting in a
constant power-brake-power-brake-power state.

I believe that pre-ATO the 1996 stock (and Northern 1995s) were
restricted to 60-70% power - now that ATO is in operation have they
been let off their leashes? It was difficult to notice any significant
acceleration/braking difference.

One last question, I know that on the Central Line that the platform
staff are informed that the train is ready to depart by ***MIND THE
DOORS*** appearing on the dot matrix displays and on the Victoria the
platform repeaters are still used but I couldn’t understand how the
platform staff at Westminster knew when to announce that the train was
ready to depart now that the signals have been obscured?

On Jan 6, 8:48*pm, G1206 wrote:

In comparison to the Central and Victoria line systems, the Jubilee
ATO drives the train at a very humble and civilised pace,


I believe that pre-ATO the 1996 stock (and Northern 1995s) were
restricted to 60-70% power - now that ATO is in operation have they
been let off their leashes? It was difficult to notice any significant
acceleration/braking difference.

You are correct.

The stage in the program that has just been implemented is J4 (Jubilee
line stage 4) although todays J4 is really made up of the original
J2+J3+J4 added together. It means ATo between Stratford and Dollis
HIll AFAIK. J5 completes ATO to Stanmore, then after that there is J6
which brings in a new working timetable along with unscrewed traction
packs. At the moment the traction packs and dynamic braking effort is
limited to the consraint of clockwork signalling. Once unscrewed the
line will have greater acceleration and braking rates.


--
Nick

On Thu, 6 Jan 2011, D7666 wrote:

then after that there is J6 which brings in a new working timetable
along with unscrewed traction packs.

That sounds like what they tried on the Central line back in 2003.

tom

--
curry in a sack

On Jan 6, 11:29*pm, Tom Anderson wrote:

On Thu, 6 Jan 2011, D7666 wrote:
then after that there is J6 which brings in a new working timetable
along with unscrewed traction packs.

That sounds like what they tried on the Central line back in 2003.

Still, worth taking a Chance(ry Lane) on.

(Sorry.)

On 07/01/2011 00:07, Mizter T wrote:

On Jan 6, 11:29 pm, Tom wrote:

On Thu, 6 Jan 2011, D7666 wrote:
then after that there is J6 which brings in a new working timetable
along with unscrewed traction packs.

That sounds like what they tried on the Central line back in 2003.

Still, worth taking a Chance(ry Lane) on.


I wouldn't Bank on it working.


--
Graeme Wall
This account not read, substitute trains for rail.
Railway Miscellany at www.greywall.demon.co.uk/rail
Photo galleries at http://graeme-wall.fotopic.net

Graeme Wall wrote:

On 07/01/2011 00:07, Mizter T wrote:

On Jan 6, 11:29 pm, Tom wrote:

On Thu, 6 Jan 2011, D7666 wrote:
then after that there is J6 which brings in a new working timetable
along with unscrewed traction packs.

That sounds like what they tried on the Central line back in 2003.

Still, worth taking a Chance(ry Lane) on.


I wouldn't Bank on it working.

Not sure I can Stan-more of this.

--
http://gallery120232.fotopic.net/p9632819.html
(33 002 at Fratton, 1985)

On Jan 7, 12:07*am, Mizter T wrote:
On Jan 6, 11:29*pm, Tom Anderson wrote:

On Thu, 6 Jan 2011, D7666 wrote:
then after that there is J6 which brings in a new working timetable
along with unscrewed traction packs.

That sounds like what they tried on the Central line back in 2003.

Still, worth taking a Chance(ry Lane) on.

(Sorry.)

Hang(er Lane) on there.

On Thu, 6 Jan 2011 13:35:21 -0800 (PST)
D7666 wrote:
On Jan 6, 8:48=A0pm, G1206 wrote:

In comparison to the Central and Victoria line systems, the Jubilee
ATO drives the train at a very humble and civilised pace,


I believe that pre-ATO the 1996 stock (and Northern 1995s) were
restricted to 60-70% power - now that ATO is in operation have they
been let off their leashes? It was difficult to notice any significant
acceleration/braking difference.

You are correct.

Have they done it on the northern yet? Last time I rode on it up to finchley
I was wondering if it was going to even make it up the slope from highgate.
If the braking is up to the job then why don't they just let them run on
full power?

B2003

On Thu, 6 Jan 2011 12:48:27 -0800 (PST)
G1206 wrote:
should the speed fall, unlike on the Central line that I notice is
driven by only using acceleration and braking without coasting in a
constant power-brake-power-brake-power state.

Yes, the central line ATO is exceptionally crude. I'm amazed the software was
signed off to be honest.

B2003

They have white lights:
http://www.flickr.com/photos/2477273...57624683003635
at Westminster there is one where they have the lights.