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Post by version3point1 on Oct 10, 2013 19:52:50 GMT
1 - Given that there are sidings at Moorgate and points just east of Kings Cross would it not have been easier to reverse the train to Moorgate sidings for later recovery rather than the long slow track to Wembley? Not worth locking up the whole area if it then stalls across the points. Points = not-so-wonderful rail gaps. You want to be on current and be able to charge up the air. Gaps will not help this, and if you're missing shoes...! *cringes* Absolutely not. The driver of the assisting train cannot see the road ahead and relies on the driver in the leading cab of the defective train to tell him when to move. In the communications process, there will be a delay between you saying slow down or speed up and something to that effect actually happening, because as the driver of the defective train, you can't control that. And how about stopping? If you were going at speed and then the driver in the defective train for whatever reason has to initiate emergency brakes, what effect do you think that would have on both trains, let alone the coupling? Also, with the loss of air, the spring applied brakes will be on at least one half of the train. The assisting train is pushing through those SAPBs. The last thing you want is smoke or a fire to add to the mix.
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Post by version3point1 on Oct 10, 2013 19:44:59 GMT
I would imagine that both options would depend on the nature of the fault, and for option 1 the position of other trains. If it was something affecting just one of the cabs, no trains between the failed train and the crossover and space in Moorgate sidings then yes I suspect it would have been a good option. However I would guess that there would likely be a train just outside KX that would have needed moving as well (and possibly detraining before that). Option 2 would also require the stock behind to be able to push out the one infront - can a C stock push an S stock (and vice versa)? They have the option to couple up and be assisted by A, C or D stock, but whether or not they can physically do so is another matter. It'd probably be a scenario they would like to avoid though. But the assisting train would have to be detrained, trip past signals to get closer, &c., &c. Many of the Main Line Burst problems that have been occurring recently are as a result of the ACMs receiving no traction current through the loss of shoes and then the train being situated in such a way where any shoes that do remain are not on juice, or where they are, the train just cannot get the power it requires. Once the compressors on the train cannot charge up, the speed of the main line air loss is almost immediate and it goes down a lot quicker than with other stocks. Cue the SAPBs. And if that happens over gaps when you're already missing shoes, good luck. With regards to air defects, S stocks are fairly simple to negotiate – split the main line pipe into two by isolating it in the middle, see if you can get the leading cab to charge up (as the trains can run on one compressor to at least get it moving), then there are a few isolations you then have to make in order to get forward movement. Similar but not, this was nearly the case with my train in July, where I had lost a large portion of posi shoes all along the right hand side of the train at Finchley Road on the south (they were taken off by a disused inductor rail). The TCMS however gave no indication of shoes having been damaged and a problem only became apparent when i was departing King's Cross, when the posi rail switches sides over to the driver's side, all the way until the home signals for Farringdon; I was unable to motor, and worried that I would stall between stations, I allowed the train to coast downhill into Farringdon before the air gauge immediately gave up the ghost, dropped to red and sat me down just metres from the stopping mark. The fact that the posi rail then moves back over to the other side for a few metres on the approach to Farringdon was my saving grace in the end as it allowed the ACMs to get some power back so I could get motors for a few seconds, but I could quite easily have stalled outside the station. I was also fortunate enough that once I'd detrained, I could work the train straight into Moorgate bay. I see what people are saying about reversing KX or main line shunt at Baker, but as a driver, I wouldn't really want to take the risk of then stalling in the city trying to get to a siding and then completely locking it down. I think getting North of Baker Street does make some sort of sense. Even if it stalled between there and Wembley, at least you could still maintain a service between Wembley and the branch lines to some degree.
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Post by version3point1 on Sept 16, 2013 11:21:51 GMT
Is there any reason why Sarah Siddons wasn't used this time round, and two Class 20s instead? Also I heard Met 1 failed again on the Saturday - any ideas why? Sarah Siddons – broken springs. Met No. 1 - we were told simply to say it had failed that morning's inspection having developed a fault. There may be issues surrounding its recent repairs. (So 9466 is was!) Here's a picture of Met No. 1, 9466 and one of the Class 20s heading back up to Ruislip on the Saturday though: www.flickr.com/photos/kateeh/9694090245/
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Post by version3point1 on Sept 10, 2013 13:39:46 GMT
There's a comment saying it stopped for a signal check, so I edited the caption. It was lucky it stopped just short of the bridge, as it was absolutely superb to watch it restarting, the bridge was engulfed in smoke :-) JT 82 would've been at danger, and the train tends to stop some distance away. It helps with signal sighting once the train is on the move again and the engine starts steaming. If it'll engulf a bridge in smoke, we don't want that at the critical time when we are passing signals! Always a nightmare stopping there as you say because of the gradient – even if A 970 (the signal previous to JT 82) is showing a caution aspect, they seem to keep going round until just before the fog repeater for JT 82, just to make it as far up as they can on the curve and the gradient, slow it down and then hopefully a check of the fog repeater will show it's clear and we can all push up the hill again, otherwise being in a braking motion, with the gradient and the weight, there's enough time to stop. (With 20227 on the south end on Sunday however, we struggled to pull away! Almost painfully!)
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Post by version3point1 on Aug 30, 2013 19:17:29 GMT
Anyway – there are "facilities" of sorts behind the gates, yes. It secures what essentially is a cross-passageway, with a few doors leading off to other places and other corridors and other gates.
There used to be posters up on the wall by the gate to tell us to make a PA to inform the pax about going to the loo, but I'd rather not divulge that information, thanks!
Yes - we all go to the toilet before we pick up our trains, but sometimes when you've downed that cup of tea in the messroom and then get on the train, nature of course might have its way. Being a female driver, could also be lady-related things... but anyway. I used to make a PA saying we would be held for a short while - the timetable used to give enough room for getting back to the normal headway and on time by the time you got to King's Cross - really not a big deal.
Wood Green westbound was usually a good place to go for a PNR if you're desperate. Same with South Harrow eastbound. Nine times out of ten, when you'd call up the LC to ask he wouldn't really have a problem because you're not going to be there forever and you're away enough from Zone 1 that you're not going to cause a problem.
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Post by version3point1 on Aug 15, 2013 0:56:34 GMT
Goodness! I don't think it was 21021-21022 then which I saw; perhaps my friend needs an eye test :-)) Sounds like this one will be OOS for some time then! What's left of it has been sitting at the north end of Neasden Depot for ages, and still is, under a blue tarp. It's going nowhere. Not nearly as badly as the other train, put it this way.
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Post by version3point1 on Aug 1, 2013 10:25:27 GMT
Not sure if it has already been posted here (please excuse me, but yes - I did use the search facility!):
(Lots of Farringdon action there...)
Anyway – does anybody know when the massive old-skool SCD (featured from 8:58) onwards was withdrawn from operational use?
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Post by version3point1 on Aug 1, 2013 10:11:51 GMT
21001/2 still away - at Derby? Nah. Just in the backwaters of Neasden Depot somewhere. Being a workbank train I'd imagine they would just want to make local repairs.
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Post by version3point1 on Jul 27, 2013 13:04:26 GMT
21001/2 I was told on the 24/07 that it is still away after I managed to lose all the shoes on it on the 02/07.
But yes, as of now, 21021/2 is still out and under a tarp at Neasden.
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Post by version3point1 on Apr 28, 2013 0:55:44 GMT
A bit blurry, but here is our 38 stock to here-there-everywhere up as a West Ken... (We were on our way to St James' Park and beyond from Ealing Common, via the Heathrow Loop, so why not put it up as a West Ken?)
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Post by version3point1 on Apr 28, 2013 0:45:42 GMT
The 5mph emergency speed restriction that had been implemented between Marlborough Road and Finchley Road on the northbound on Friday prior to the Aldgate – Wembley Park suspension later on in the day put a lot of trains out of turn with late-running &c. Once it was announce the service was to be suspended, the LC immediately started having us reverse via Neasden Depot for our northbound working; Baker Street services were to run to Wembley Park and then empty to depot, whilst Aldgate services were detraining at Harrow-on-the-Hill to run empty to Neasden. This certainly helped to alleviate any more late-running later on in the day, and I was running pretty much on time by the time I'd made it to Watford on my first trip (having reversed at Neasden Depot myself).
This kind of working happens a lot when they have suspended trains Aldgate – Baker Street as it saves us all getting stuck in the City or on the approach to Baker Street whilst everybody waits for an available platform. As it happens, whilst I was sitting around at Neasden waiting to depart for my northbound working, there were Uxbridge trains moving left, right and centre around me. In any case, you would've been better getting to Wembley or HOTH on the first available train and changing where necessary.
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Post by version3point1 on Feb 26, 2013 0:43:35 GMT
We had an amalgamation of problems in the morning that resulted in the train running quite late out of Northfields and thus being short-tripped instead of running what could've been an interesting route. T747 in the end ran down the EB local to Acton Town, reversing via 21 sidings and via the local to Rayners Lane, where we reversed off of the platform. From there we ran down the SB fast, reversing off Baker Street Platform 1, where we picked up the delegates from CoMET who boarded the first two cars. The train then ran non-stop via the NB fast, back to Rayners Lane, and then non-stop to Acton Town (where our guests alighted to attend a small tour up at the LT Museum Depot). Back into 21 sidings, out again to Ealing Common, and then off the platform into Ealing Common Depot. After a slight wait (as we had to wait for the CoMET delegates to be ushered up out of the way and up to the Mezzanine level), we had a lovely smooth stop into the Museum Depot. It was a good little run, though a shame it did not run the intended route (I was quite looking forward to going in and out of Platform 1 at Aldgate). The 38TS had a few motors dropping out on the west end of the train and a couple of door problems, but despite this the ride was fairly spirited. It was however the coldest I have *ever* been on a train! Sorry I didn't get that many pictures – I was struggling with having come off night shifts that morning as well as battling with the cold!
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Post by version3point1 on Feb 1, 2013 2:17:16 GMT
Ok... S stock...
Bar the actual broo-hah of sorting out when they can get the duties covered to actually train drivers, speaking as a cross-transfer from the Piccadilly line, I got a total of 5 days handling and 4 days of actual stock training defect handling. So a total of 9 days to train from one stock to another.
It also depends on the individual. The course I was given was actually the 8-day course designed for and targeted at Metropolitan line drivers going from A stock to S stock, not a lowly 1973 tube stock driver. I could've argued for the 8 days instead of cramming the course into 4, but that would've involved making some noise and quite frankly the S stock is easy enough to learn if you actually do a little reading when you get home of the actual textbook and defect book you are given to consolidate whatever was on the board earlier on that day. I was also quite fortunate in the fact that I was the only one in the classroom – the smaller the group, the quicker you can cover the day's agenda and then have more time to go over stuff.
I don't know whether the format for the actual defect handling stock test varies from stock to stock, but certainly when I learnt the 73 stock, I was given 8 defects, two of which were to do with the Main Line Air (Main Line bursts), one where you attempt to move the train and simply cannot move it for love nor money (No Forward Movement), and then scenario defects which involve you going along and then all of a sudden the thing starts crying at you for attention.
It was about the same for the S stock (I had a Main Line Burst, NFM, scenario defects, &c.), and I remember being in the simulator for about 15-20 minutes at most. You don't get a time limit, but obviously you want to seek to identify the defects and then resolve them as quickly as possible. And in terms of being licensed and "passing stock", if you don't pass your stock test day, then you potentially go back for more training until you do.
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Post by version3point1 on Jan 13, 2013 19:37:30 GMT
S8 21088 in Neasden North Dock (note the "lovingldn" hashtag on offside cab door): S8 21088 at Neasden Depot, with vinyl signage on M door: S8 21088 in-car notice:
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Post by version3point1 on Dec 23, 2012 23:46:47 GMT
Just in time for Christmas! A little while back, there was a bit of clearing up going on at Northfields in the Tube Lines office. I know they've kept the headboards/signage from the opening of services to Heathrow ( they're on the wall as you come in), but I was curious to find a Christmas themed one lying around: I do recall some of the stories more senior drivers were telling me about a special service that ran to take children into town for something or another, but I've forgotten most of it now and didn't have the opportunity to ask any of the depot staff about it since I moved to another line. I was just wondering if anybody could shed some light on the story behind this sign or the Christmas specials that people were telling me about. Thanks.
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Post by version3point1 on Oct 21, 2012 22:48:28 GMT
Here's a picture of my lamp in the holder next to the CDU on the 73TS (if you wanted a reference): Can't say I've ever had to use it whilst on the Piccadilly line. Probably once when I was training (using the lamp to display a red aspect to carry out a Wrong Direction Move). Besides the emergency uses as stated by Colin, and the failure of the 40A Door and Auxiliary fuse on the 73TS, I can't think of any other time I'd use a bardic lamp with that stand. Just one of those quirky features of our older rolling stock where people actually thought to do these things.
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Post by version3point1 on Sept 29, 2012 18:30:07 GMT
Very good tour! I was travelling in car A. I was shocked at how quiet everyone was as it left the Wembley Park platforms depot-bound - I expecting a "three cheers for the A60!" I spent most of my time sat with a retired Neasden driver and his wife and he was recounting all his memories of the line and working for the firm. I hadn't really taken many pictures today – spent most of my time chatting with friends and retired staff. He did say something really poignant though – just that he didn't understand why the kids (in Car A) were rushing up and down like loons in the cars to take a million and one photos. He was very quiet when we left Baker Street and I was very much the same; occasionally his wife would interject and say something along the lines of, "Remember when..." and, "That's the last time you'll do this trip [on this train] through here..." Then he said, "Can't take any pictures when we get to Wembley – I just want to watch it go..." And he went and stood on the platform with his wife and some other former colleagues and they just all stood there quietly. This kind of sums up the sombre mood on the platform once we had detrained. I think it was more a mark of respect than anything. There was light chit-chat to begin with, but then the wait on the platform for the train to move resulted in not very much being said. It was the waiting... Awful. Then as the brakes released and the train pulled away, a PA was made to the effect of how it was the last trip for this train. It had been a good day – weather was good, motors were great. The last word said over the PA was, "Farewell."
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Post by version3point1 on Sept 26, 2012 23:12:58 GMT
I cannot condone trespassing, but there was an awful lot of it going on! Aldgate was bad enough, but the folks going off down the ramp at Amersham, creeping closer and closer to track level when the train had the route cleared to shunt into the sidings...! *sigh* And there always has to be this scrum-like-frenzy once one person decides to be a hero and plough past a barrier! (And then this is when I wish they'd at least do one "staff train" trip!)I'm afraid I will have to Google this incident you speak of. It's before my time.
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Post by version3point1 on Sept 26, 2012 22:20:58 GMT
Whatever happened to single manning on the Underground? Silly me that's additional weight in the cab for adhesion trials! ;D We were just the invisible entourage to stop the poor man on the handle from getting seriously mobbed (and near pushed over as a whole load of enthusiasts decided to pile past us and the fixed barriers at Aldgate when we were changing ends – seriously, people). As it happens though, my invisibility cloak wasn't working. Never fear however, for my weight is negligible... compared to all you lot sat behind us! (Also - whilst I'm here - I had quite a few people come up to me today to ask if I am the "3.1", but then they never introduce themselves or give me half a chance to ask who they are! PMs from those who are guilty! Including some chap who boarded my train at Northfields, walked up to the front to see if it was me, and then alighted at Hounslow East during the LTM Depot's last Open Weekend! Show yourselves!)
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Post by version3point1 on Jul 25, 2012 15:12:31 GMT
NOG is a train crew depot, so yes these are staff trains taking the drivers ending up at SMD back to NOG where they book off ? Pretty much, yeah. Goes for night turns too who might have been told to go to NOG or vice versa. Same for the early turn drivers booking on at NOG, who will pick up their train at SMD (so we make an additional stop at the SMD Staff Halt too), so we have a couple of empty trains in the morning as well. Used to catch it from Canning Town sometimes when I used to work at NOG – the first one was always just after the first DLR departure and more often than not, the punters used to try and get on the thing! The staff train takes the route into the middle platform at NOG and then goes over the crossover back to SFD. Whilst it's not a rusty rail move as such, it still means those points will at least get used. We have had some incidents in the morning where we're the first staff train waiting to get the route into the middle, but then there's a failure, and equally, when going back out to go to SFD. Best find out sooner, rather than later if you really need it!
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Post by version3point1 on Jul 25, 2012 15:02:35 GMT
So what happens if by some miracle absolutely nothing of any significance happens during a journey and no PAs beyond the usual station announcements are needed? Do you have to make a few random ones anyway lest a manager be hiding at the back of your train? And can you be failed the opposite way round if you make all the announcements yourself instead? This is why it frustrates me. You still have to inform the passengers that there is a good service (whenever the service update message is broadcast). I disagree with this – surely it would make sense to only say something if there is a problem? *sigh* Yes I've heard about these targets, although it was slightly contradicted when I visited the S stock mock-up in Euston Square Gardens. The managers there insisted that the automated announcement system aimed to take away the need for the drivers to make announcements unless they really had to. I was told that this is partly something to do with the Disability Discrimination Act – where the PAs are meant to match word-for-word with the information on the dot matrix displays. I'm sure somebody here will know.
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Post by version3point1 on Jul 22, 2012 21:40:52 GMT
Announcements should be made sparingly otherwise if there is a really important announcement that requires the attention of each and every customer, they're simply not going to listen. The majority don't anyway, irregardless. Just the way things are now. I often find I have to make an announcement at least twice when there's a problem because you have to account for the wave of people taking out their earphones/taking off headphones for the first part of the message. The problem with this is that they are not considered "live PAs" and therefore, when it comes to the company's box-ticking target achievements/customer service surveys, they are not marked. They are also unmarked when assessing a driver for their CMS, i.e., if they used just the DVA and made no live announcements whatsoever during the course of an assessment (which the driver will not know about, as it usually entails a manager sitting on the train listening out for PAs), they will be failed on that particular competency.
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Post by version3point1 on Jul 17, 2012 19:31:33 GMT
Going by some of the descriptions in this thread – there is only one driver who does this. And yes, he wears the hat. He will hold up the handset to the radio speaker, usually when a service update is broadcast 1) to save him having to make the announcement himself and 2) so that there can be no accusations of foul play with regards to inaccurate information (because sometimes the service updates go on for so long that by the time it ends, you've forgotten half of it).
Unfortunately, the way mediocrity works within London Underground, I was told he received Thanks to You awards with regards to his PAs a few years back, and as such, this has encouraged him to carry on making them.
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Post by version3point1 on Jul 3, 2012 21:10:35 GMT
They were there again today clearing away all of the rubbish and other debris that has collected there. Extending the car park seems feasible, though the car park already seems quite generous as it is to me. Then again, I've only ever seen it empty.
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Post by version3point1 on May 8, 2012 22:18:06 GMT
I've not seen this site before, however I have just seen my whole evening disappear! A-maze-ing. The book is really something – brilliant work. Very expensive (but Douglas explains that he barely breaks even with this wonderful reference book), but as somebody who pursued design and typography for most of my years on this earth, it's something you can appreciate without even being an enthusiast. There's also a separate poster which unfolds and shows a scaled version of all all the tiling designs in their full platform length.
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Post by version3point1 on May 8, 2012 21:47:22 GMT
From a designer's point of view, I can only assume it is something to do with the way the type is spaced (it's all to do with what we call kerning). Aesthetically, reading the text doesn't seem as clear without the dots because it's kerned quite tightly with those particular station names as there's more letters to fit in the same sort of space (and I suppose, from a smaller train window, particularly on older stocks, you only perhaps catch some of the station name initially). Looking at pictures of the tiling arrangements (in Douglas Rose' 'Tiles of the Unexpected'), it may also be something to do with the way the tiles have been fired. With Holloway Road, the dots seem to take place in the middle of the tile. With Caledonian Road, the way the type has been kerned means that to have double dots would mean the dots would have to be split across the joints of two consecutive tiles (something which would be a bit of a problem perhaps aesthetically, as they wouldn't quite be equal semi-circles considering the finished result after grouting). Based on what I can see to be the x-height (the invisible line that would be formed based on the height of lowercase letters without ascenders or descenders) of Caledonian Road, it probably would've been easier to have just a dot. Click here to see York Road here with the double dots (on Douglas Rose's site), and click here to see Regents Park with the single dot. I've not seen anything in his book regarding this, but then I haven't flicked through the book in a while. Not sure whether all dots follow the same trend, the majority in the book do.
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Post by version3point1 on Apr 4, 2012 23:36:13 GMT
The poor things just don't understand the meaning of coast/O&R either. Hearing those relays click in and out and in and out when the train is going up slight inclines where it hasn't gathered much momentum beforehand, I wonder how long it'll take before they all need replacing because they've burnt themselves out.
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Post by version3point1 on Apr 4, 2012 22:48:57 GMT
Just to confirm that it is still broken. More money thrown at something that doesn't work! Yeah.. all that money on an over-hyped egg timer that flashes at me in bold letters and numbers... or just blacks out halfway through a countdown leaving me to wonder whether or not I should shut my doors and go. Or other times when it holds you at Manor House for something like 1:30 and then you're still caught on the balanced headway at Finsbury Park. Gah. I think the last time I saw the things on was on Sunday, after not seeing them on for something like 4/5 weeks... but then we all got stuck for 20-25 minutes on the WB local between Acton and Northfields anyway because for some reason nobody expected there to be Northfields trains that evening..
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Post by version3point1 on Mar 12, 2012 16:45:35 GMT
I did spy a few people basking in the sunshine in the afternoon outside or looking west of Acton Town this weekend, so it was an excuse for liberal use of the train whistle. Oh – and excessive waving as I drove back from T4. And hiding from cameras.
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Post by version3point1 on Jan 30, 2012 3:50:06 GMT
Just looking at the way the sections are in that area between Acton Town and Hammersmith, it only takes one train to be stopped at Turnham Green in either direction for trains to start getting bunched up together between Hammersmith and Acton Town. The fact it took me over seven minutes to get from Hammersmith to Turnham Green on around four occasions this weekend (both during the afternoon and then around 8 at night) and having to do an average of 20mph all the way is a testament to that. There were perhaps two other reasons I could think of that caused this, besides stopping at Turnham Green, but even so, there's a reason it's called the 'fast' and there's nothing more frustrating than getting up the hill past Hammersmith and around the bend, only to find that the station starter is on at Ravenscourt Park, because there's already two trains in section in front of me, with one probably sat or just leaving Turnham Green. As the sections are quite long on the fast, sometimes you can be sitting outside Ravenscourt Park or Stamford Brook for what seems like an age. And if it feels like an age to me as a driver, I'd hate to think what it feels like for everybody else. I'm not fussed about whether or not I stop at Turnham Green. But I'm now imagining the chaos it would cause stopping there on the fast line, during a weekday morning peak, when pretty much every single train we have on the Piccadilly line is running, with a train nearly every section there is available. Acton Town to Hammersmith would just be a logistical nightmare. All for stopping at one station in the middle of a section where we could be running at line speed to keep everything running evenly spaced. And whilst Turnham Green might get up in arms about that (and probably have), or any other reason that would say why we aren't or won't be stopping there regularly, I wouldn't want to deal with the backlash from the rest of London or businesses that need to get folks moving to or from Heathrow. Or wherever else where there is only have ONE tube line running through their station, not two. Does anybody know whether a draft timetable has ever been produced as part of a proposal for stopping at Turnham Green on a regular basis? Did those responsible for the petition ever put one forward? 1a Why should l have to?? Proper announcements and info would save ALL the intending Turnham Green pax having to ask. Your solution is not a feasible solution. People don't listen. And some don't look even look at signs anymore. I noticed today at Barons Court and Turnham Green platforms that there was some scrolling text information on the vids with the usual times for when the trains stop. When at Cockfosters, Arnos Grove, or any other terminus station, having changed ends, our duty books have the PTI codes that we need to enter in for the DVA to announce Turnham Green, provided our train is scheduled to stop. As soon as we open the doors at Hammersmith, this should initiate the DVA, which goes along the lines of "This is Hammersmith. Change here for the District line. This is a Piccadilly line service to Uxbridge. The next station is Turnham Green" and we can then choose to make an additional announcement on top of that. Note additional. The only time I know that this might not happen is if the driver has cut-out the announcements beforehand in order to make their own announcements (perhaps at Barons Court) and then forgotten to cut it back in. I know I've done it at least once – it's easily done. And sometimes PAs are the least of my worries when I coming into Hammersmith (far too many nut-nuts on the platforms there, not to mention various hazards on the approach...) Your experience sound like a one-off to be honest, and though the additional stop is poorly advertised in respect to visible signage, a personal experiment this weekend to see whether Turnham Green people actually stay on the Piccadilly line train (given there has been no District line service there) and whether or not they actually alight at Turnham Green highlighted to me the fact that most people just do not listen, whether it be a human announcement or an automated one: – There were staff on the Hammersmith platforms all weekend at all hours making announcements about the trains stopping ALL WEEKEND at Turnham Green – There were staff at Acton Town platforms all weekend making announcements about the trains stopping ALL WEEKEND at Turnham Green – After letting the DVA make the announcements at Hammersmith AS WELL AS announcing myself that the train would stop at Turnham Green and that the next station would be Turnham Green, I alight at Turnham Green and announce that, "This is Turnham Green," (if the signs aren't enough...) I've covered all my bases. Or so I thought. So then, how can I arrive at Acton Town, only to find that about two dozen people who were bound for Turnham Green are alighting at Acton Town now asking platform staff or tapping on my door to ask how to get back there? Surely, if there are announcements being made, this can't possibly happen?... And this is during a time when we were stopping all weekend with no District line, thus having no choice but to use the Piccadilly line to Turnham Green...
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