|
Post by 100andthirty on Dec 4, 2008 20:35:01 GMT
modern standards of vehicle crashworthiness require structural pillers at the sides and either side of M door. you could fit a wrap around screen but the pillar would fet in the way. That's exactly what's been done on 442's; there's a pillar behind the screen. Do the pillars have at the sides have to be right at the front of the cab, can't you have wrap around windows and then the pillars, instead of the windows going around the pillars? yes youcould do as you describe, but for the right amount of protection, the windscreen would be further away from the driver and so that viewing angle would be little or no better than a more conventional screen closer to the driver. BTW, the '09ts screen is no flat!
|
|
|
Post by 100andthirty on Dec 2, 2008 22:52:35 GMT
What are the main engineering reasons for the demise of wrap-around windows? Is it purly a missile stopping thing? modern standards of vehicle crashworthiness require structural pillers at the sides and either side of M door. you could fit a wrap around screen but the pillar would fet in the way. That's exactly what's been done on 442's; there's a pillar behind the screen. current issues of magazines - Rail etc, have articles about refurbished 442s.
|
|
|
Post by 100andthirty on Dec 2, 2008 22:45:03 GMT
I've always thought of it and taught it as "Rotary". and me too! Contrary to popular rumour, neither of us was around when they first appeared"
|
|
|
Post by 100andthirty on Dec 1, 2008 20:29:13 GMT
That's probably quite true! I love the warp around windows of the 67/72/73 stock, it can't be repeated but if something similar could be down, so it would be like a fake warp around with the crash pillar behind. Now that would be great! If you want to see what a fake warp (wrap) around widow looks like, look at a main line class 442 - it looks good from the outside, but from the inside it's ridiculous.
|
|
|
Post by 100andthirty on Oct 18, 2008 15:45:55 GMT
Presumably all these coacting signals are a necessity with the driving position being on the other side? Has the installation of the new stopping marks &c (for the 09TS) started? Re co-acting signals; several reasons - driving on the right, more exacting requirements for a clear view, reduced viewing angles due to narrower windscreens and longer trains
|
|
|
Post by 100andthirty on Oct 18, 2008 5:50:29 GMT
the new ATO/ATP system has been overlaid on the existing signalling. the new trains will use the new system and the old trains will continue to use the old system.
Once all the old trains have been withdrawn, the old signalling will be replaced with new track cirsuits and interlockings.
|
|
|
Post by 100andthirty on Aug 31, 2008 15:22:35 GMT
My memory ins now what it was, but they had windows atl east at the ends of each 2-car. clearly one end was the cab and the other end the shunting controls. Can't find any interior shots on the web to check the inner end of units, but pretty sure they had windows there too
|
|
|
Post by 100andthirty on Aug 25, 2008 17:42:48 GMT
Whistle - LU likes whistles. Horns were fitted to the 1986 tube stock prototypes. whilst running emptry on test I recall the horn being sounded in a tube platform and a customer on the platform nearly jumped out of his skin!
|
|
|
Post by 100andthirty on Aug 25, 2008 17:33:15 GMT
There are all sorts of rules on NR that LU don't conform to. NR sets rules to cover 20,000 miles of main line. District works over about 2.5miles of it. the main arguement about red and yellow fronts is that both are irrelevant if you have two reasonably powerful headlights - hence it applied for and obtained derogations for the 1972 stock, C and D stock - and is doing similar for S stock.
In addition, as LU never exceeds 60mph and routinely nips in and out of tunnel, it doesn't see the need to conform to the NR rules for day and night headlights (the reason why they have two but only one is on at any time). Day headlights are VERY bright!
The yellow is, these days, a back-up in case the headlight fails during a journey. LU manages this risk with two headlights and (by NR standards) short trips.
NR also allows others to have this dispensation, especially for historic/steam trains subject to operating less than 10,000 miles a year, so Deltics and Flying Scotsman aren't disfigured with yellow fronts.
|
|
|
Post by 100andthirty on Aug 24, 2008 20:15:00 GMT
The first S stock is an 8-car; the C stoc replacements come after the A stock replacements
|
|
|
Post by 100andthirty on Aug 22, 2008 17:51:36 GMT
|
|
|
Post by 100andthirty on Aug 20, 2008 18:12:48 GMT
A while back I passed thru the station and thought it was courageous to have a dark grey textured ceiling. I said so to a colleague who told me it was originally white!
|
|
|
Post by 100andthirty on Aug 18, 2008 19:28:37 GMT
Ashfiled originally housed the Chief Civil Engineer's department
|
|
|
Post by 100andthirty on Jul 27, 2008 16:15:14 GMT
I have 6 PCs in the family. two with Vista and 4 with XP. XP is fine - i can do what i need to, to keep them running happily. The first Vista machine can be a bit slow - could usefully have more memory - it only has 1GB, but the 2nd has 3GB and I've really had to do nothing to it except get rid of all the trial stuff (if that's the word!) that came with it
|
|
|
Post by 100andthirty on Jul 27, 2008 7:30:18 GMT
The S Stock side profile seems a bit more stylish than the slab D78 cars but the cab front looks 'plasticy' to me. Oh, well, you can't please all the people al the time, but there's very little plastic in the front of an S stock - it's "superformed" aluminium.
|
|
|
Post by 100andthirty on Jul 25, 2008 20:16:18 GMT
When D stock was new it was criticised as bland and boring. Within 10 years it had been hailed as a design classic.
suspend all views until S stock is seen for real; the photos don't do it justice.
|
|
|
Post by 100andthirty on Jul 20, 2008 8:32:47 GMT
a little quiz for members: how many seats extra would it add to the 8 car S stock if it were to be 2+2 in a sensible way - so we still have to have a usable gangway and wheelchair spaces
I'm sure prjb will tell us - if he hasn't already (having failed to use search properly!) - in about a week!
|
|
|
Post by 100andthirty on Jul 15, 2008 19:24:29 GMT
www.brecknell-willis.co.uk/systemscr.htmthis is a decent link if anyone is interested in more info about low loss conductor rail. it's being installed on the VLU and other places to permit more current to be drawn without excessive volt drop between sub-stations
|
|
|
Post by 100andthirty on Jul 14, 2008 21:03:14 GMT
I think you'll find that's the secned one that's in the process of being delivered Secned??? "second" in gibberish!
|
|
|
Post by 100andthirty on Jul 13, 2008 16:07:04 GMT
I think you'll find that's the secned one that's in the process of being delivered
|
|
|
Post by 100andthirty on Jul 3, 2008 21:40:24 GMT
the historical significance of heritage trains is powerful. I have travelled in an 1896 electric train on line 1 in Budapest, and vehicles not much younger in Berlin and Hamburg (and Hamburg's bar train but that's another story). Even for this 5%^& year old the impact was much greater than from static displays. The same is true travelling in Sarah Siddons - a treat indeed.
all good luck to the Museum a very worthy project
|
|
|
Doors
Jul 2, 2008 15:14:51 GMT
Post by 100andthirty on Jul 2, 2008 15:14:51 GMT
I'm not aware of aging issues. I am aware of crowding issues!
|
|
|
Post by 100andthirty on Jun 29, 2008 13:48:34 GMT
no middle cabs!
|
|
|
Post by 100andthirty on Jun 29, 2008 10:23:07 GMT
87 and a half trains were built including the ETT
|
|
|
Post by 100andthirty on Jun 22, 2008 13:47:19 GMT
Are the new S Stock trains for the District Line be the same length as the current D Stock trains? Uzair Yes, 7 cars of S stock will be a similar length to a 6 car D stock. a 7 car S stock is about 116m long - just under 10m longer than a D stock
|
|
|
NADB.
Jun 20, 2008 19:18:33 GMT
Post by 100andthirty on Jun 20, 2008 19:18:33 GMT
I find that hard to believe Well, I'm the resident electro-mechanical dinosaur. I come from an era when railway fitters had two skills - hit it and if that fails, oil it. Electronics is a bit of a struggle but I want to learn more. The nearest I got to a servo was a self-lapping brake valve, like A Stock. Ithink you know far more than you let on about; you play the innocent to lull us tekkies into a false sense of security. Incidentally I once simulated a self lapping brake on an analogue computer - in about 1971. Analogue computers are museum pieces now - to be survived by self lapping brakes!
|
|
|
Post by 100andthirty on Jun 11, 2008 19:04:40 GMT
wouldn't it be a good idea to create a NADB thread in the Victoria Line section. It doesn't quite fit here!
|
|
|
Post by 100andthirty on Jun 9, 2008 17:52:29 GMT
Dear Tubeprune.
I travelled on one on Friday with the person who is, in all probability, the senior person. The braking was incredibly smooth.
|
|
|
Post by 100andthirty on Jun 8, 2008 19:59:26 GMT
One unit had the centre section seat layouts changed. But it was a real compromise and didn't bring the benefits that were seen on the Piccadilly line. Unfortulately there was nowhere else to put the Safety Box, Auto Driver Box and batteries.
As to end windows; Victoria Line was the first refurb, and end windows weren't thought of 'till after the programme was set, and a lot of design had been done to relocate equipment to the car ends. The bodies would have been strong enough.
|
|
|
Post by 100andthirty on Jun 2, 2008 21:37:28 GMT
Richamond branch, QP to H and W, all trains to use tripcock protection except for occasional non class 313 moves then TPWS used. The Harrow and Wealdstone tripcock tester is primarily aimed at making sure class 313's have tripcock lowered.
Wimbledon branch LU trains Tripcock, others TPWS. Unusually, TPWS is fitted at every signal
Chilterns over the Met have tripcocks
|
|