class411
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Post by class411 on Aug 23, 2022 9:51:28 GMT
I hadn’t noticed before, but the rail sides are actually brown. It doesn’t come like that, does it? It’s that sort of detailing that makes it look so good.
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class411
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Post by class411 on Aug 14, 2022 13:15:34 GMT
Apologies if theres already a thread about this but wondering if any old Otis lifts remain? I'm aware borough station lost if Otis lifts recently. Careless.
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Post by class411 on Aug 7, 2022 9:10:07 GMT
Is this likely to be available at Smiths on stations?
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Post by class411 on Aug 3, 2022 16:13:10 GMT
Yes to both, which still seems sensible I think. Quite. Mod edit [Antharro]: Quote partially removed. Please be selective about the part of a post you wish to quote rather than the whole post verbatim, particularly if you are replying to the previous post in the thread. It's not always necessary to quote a post AND a post previously quoted within that post.
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Post by class411 on Aug 3, 2022 10:13:21 GMT
I'm beginning to find this thread seriously worrying.
If these checks are necessary because the equipment being tested is safety critical, what is protecting trains during the up to 24 hours they may be running with faulty equipment between tests?
Also, for any type of ATO, all systems should be fail safe. If any part does fail safe, surely that would immediately register a fault, so potentially 'after the event' testing should be superfluous.
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Post by class411 on Aug 3, 2022 7:50:17 GMT
I suppose we have to be thankful that the IT system isn't doing the driving. Oh...! Presumably the announcement system was not designed to be fail-safe. Presumably the driving systems are. Mod edit [Antharro]: Quote partially removed. Please be selective about the part of a post you wish to quote rather than the whole post verbatim, particularly if you are replying to the previous post in the thread. It's not always necessary to quote a post AND a post previously quoted within that post.
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Post by class411 on Aug 2, 2022 13:20:15 GMT
Not that I can answer you question, but what is 'code testing'?
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Post by class411 on Aug 2, 2022 10:44:51 GMT
What an amazing video! And what amazing models.
Thanks for sharing.
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Post by class411 on Jul 28, 2022 4:39:48 GMT
It was very disjointed.
“This is a … Hammersmith and City … line train to … Hammersmith”.
It was, however, very clear and well enunciated, so very easy to hear and understand. The pauses may have even helped.
The way the message was broken up was indicative of the cost of memory when the system was developed.
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Post by class411 on Jul 24, 2022 8:37:37 GMT
The thread title seems a little at odds with the content if the units were from 37 years ago.
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Post by class411 on Jul 22, 2022 14:38:15 GMT
So it seems I was wrong.
It is possible to constrain rods of metal with clips.
Live and learn!
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Post by class411 on Jul 22, 2022 13:27:41 GMT
To my knowledge, that type of tapered expansion joint is used either at the end of CWR where the adjacent rail is not CWR, or where two adjacent sections of CWR with different characteristics meet - and those characterstics are not necessarily obvious such as curvature. Not sure on this, but I don't think you will find that type of joint on contiguous CWR sections, if thats the right word. That would explain why you don't see them that frequently. I don't spend my time on trains scrutinising the track, but even so, I certainly don't see them that often. We really need a PW engineer to explain how they handle expansion on CW track. From my calculations a kilometre of track (unconstrained) would expand by more than half a metre per kilometre for a 60c temperature difference. And, personally, I have no idea how you could constrain a metal rail that wants to expand that much - I'm pretty sure Pandrol clips wouldn't do it! But we're delving into the regions of some pretty advanced materials engineering here, so it seems to be beyond those of us who just take a casual interest.
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Post by class411 on Jul 22, 2022 10:30:53 GMT
I am not a permanent-way engineer, but.... Continuous welded raid (CWR) does not have expansion joints. Also not a PW engineer, so below is just my understanding which could be wrong for weird and wonderful technical reasons of which I'm unaware.I presume you mean by that that it does not have expansion joints as frequently as the old fishplated rail. I have seen expansion joints on CW, and they look like this: If there was no allowance for expansion you could have pieces of metal many tens of miles long (in the UK - much greater in, e.g., Australia [where it can get quite warm]), and the expansion would be tremendous. It's also about the force exerted on the track by rolling stock running over it - either coasting or under power. It's important to remember that the force exerted on the track is proportional to the square of the velocity. So, in extremis, a speed restriction from 60mph to 15mph would lead to a reduction of 16x rather than 4x.
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Post by class411 on Jul 21, 2022 8:25:31 GMT
I see the usual bleating about how we can't handle temperatures of 40c but they can manage quite easily in India (akin to the snow and ice comparison with Scandinavian countries) has started in the meeja.
Why is it not obvious to these clowns that the reason we don't handle what are, for us, extremes, conditions is that the costs would outweighs the benefits?
Certainly we could spend a few billions installing and maintaining point heaters and other measures to ameliorate severely cold conditions, and the railway could run relatively smoothly for the couple of days each year that they would be needed.
Similarly, if the track engineers knew that rail temperature could rise to ~60c, they could have designed the track with sufficient expansion joints to cope. But the cost of installation, and, presumably, maintenance, would have looked like a complete waste of money back when the majority of track was being laid.
Going forward, it may be that the number or type of expansion joints are changed as rail is replaced, but it's always going to be a matter of weighing up the cost versus the benefit, particularly considering that extra money spent on such improvements will result in less investment elsewhere.
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Post by class411 on Jul 17, 2022 22:12:56 GMT
Stockholm Odenplan.
Top banana!
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Post by class411 on Jul 9, 2022 21:18:29 GMT
Schrodinger’s train.
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Post by class411 on Jul 7, 2022 17:06:07 GMT
Well, think of yourself as the captain of an aircraft when the first officer is flying a leg. You're still the captain.
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7/7
Jul 7, 2022 16:42:48 GMT
Post by class411 on Jul 7, 2022 16:42:48 GMT
Is the '*ahemcough*' because you were in ATO?
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Post by class411 on Jul 7, 2022 16:36:14 GMT
* Bonus points to anyone who can say where that came form. I'll take the points, then . (But won't yet say to spoil it for others.) I'm hoping a certain high ranking army officer might get it.
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Post by class411 on Jul 7, 2022 8:15:04 GMT
Thanks, QM - the slight disparity with the 100 year old figure for Stratford-Maryland no doubt being the 1940s eastward lurch of the platforms 6-7-8 under New Works. That conjures up an image.
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Post by class411 on Jul 7, 2022 8:13:53 GMT
Presumably they have calculated that presence on trains doesn't do much good.
I think I've seen them dang'd revenuers* on a train once in the last thirty years.
* Bonus points to anyone who can say where that came form.
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Post by class411 on Jul 5, 2022 9:54:07 GMT
Central Line ATO can't coast (I've been off work for the last eight days and didn't notice any slow start before that) Technically they can, but coasting vectors are turned off and have never been enabled as far as I know. There is talk every so often about turning the coasting vectors on but it's never happened. So how would that work? Would the system determine that the train needed to be at a lower speed at some particular point in the future, but that braking could be delayed, as it could be done later with an acceptable deceleration rate. This would save energy (even if re-gen were available), and wear and tear on any mechanical brakes if they would have be needed. Or is it much more complicated than that?
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Post by class411 on Jul 5, 2022 8:06:48 GMT
This is similar to the person who pays for an ordinary TV Licence, then watches in COLOUR. Even if they only watch 'Police Squad'.
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Post by class411 on Jul 3, 2022 8:35:30 GMT
I haven't been to Clapham Junction for years (probably decades).
Have they currently got a reliable 'next train to Victoria' indicator?
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Post by class411 on Jun 30, 2022 8:45:08 GMT
It's obvious which line they should close.
The Elizabeth Line.
We've done with out it for over a hundred years of The Underground, so, um, yeah.
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Post by class411 on Jun 29, 2022 9:34:59 GMT
Thanks for that. I've had a ride on the line, but I'm looking forward to exploring some of the new/enlarged stations.
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Post by class411 on Jun 27, 2022 7:46:13 GMT
Agreed, but in this case block capitals are (a) in sympathy with the original installation and (b) arguably better, as to provide upper and lower case would make the text smaller because of the descenders. Fair point. I suppose it's better to have the wording readable at a greater distance, rather than very marginally easier when close to, especially when it's just a few words. It's not as if you've got to read a whole book in block caps.
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Post by class411 on Jun 26, 2022 21:57:11 GMT
Bigger letters do not help legibility - there needs to be space between them. It's generally accepted that lower case is easier to read, because we used the ascenders and descenders to recognise the shape of words. So why does LU insist on using block caps on fixed signs?
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Post by class411 on Jun 26, 2022 21:54:18 GMT
Lastly, is it known if the previous font there was original ? It might be that the current font face is actually reflecting an even older layout, and therefore more worthy of presence from a heritage view. I'm far from an expert on fonts, but the one in the 1939 photo below looks different to that in the "pre 2008" photo above: Credit: Earls Court Underground station, District and Piccadilly lines. Interior platform view by Topical Press, Jul 1939. www.ltmuseum.co.uk/collections/collections-online/photographs/item/1998-53091Interesting that they have 'Upminster Line', rather than a specific destination. Presumably you just catch an 'Upminster Line' train and get off and wait for the next one that is going further if it stops too early for your requirements.
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ATO
Jun 15, 2022 20:56:14 GMT
Post by class411 on Jun 15, 2022 20:56:14 GMT
People keep talking about a train ‘in a heap’.
What does this mean?
I’ve never seen a train in anything other than a linear configuration.
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