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Post by edwin on Sept 5, 2017 23:51:04 GMT
I personally find Bond St - Baker St N/B to be far worse.
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Post by edwin on Jul 18, 2017 21:33:18 GMT
What specifically about the design of the JLE stations make them harder to clean? I'd have thought that most of it was to do with the large vaulted spaces, with high ceilings, rather than the architecture itself? However it does seem many of the design elements have numerous nooks and crannies, so that may explain it.
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Post by edwin on Apr 7, 2017 22:27:13 GMT
The Central is of course a more complicated line than some, exacerbated by the branches at either end (each of which may have its troubles) joining to form the single "pipe" under Central London, which must be one of the most intensively used bits of railway in the world.Not by a long shot... I'm sure the RER A/B/C in Paris, numerous Moscow Metro lines and numerous lines in Tokyo are more intensive.
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Post by edwin on Mar 21, 2017 0:42:50 GMT
I've always wondered this, and I also find the announcements in London far too wordy. Also the announcements about which station the train is at should play when the train is decelerating, before the doors open, what use is it to announce the name of the station after the doors have opened, especially if you want to encourage passengers to disembark promptly. In fact when it's quiet and dwell times are short the announcements about where the train is terminating plays after the doors have shut, if you're on the wrong train, what use is that? It should be *Train decelerating, mostly in station* "This is xx, change here for xx" *doors open* *short pause* "This train terminates at xx" I can sympathise with the intent here but it doesn't comply with RVAR (Rail Vehicle Accessibility Regulations). It's quite a task to meet the RVAR and various other LUL and system constraints. At least on most LUL trips if you did get on the wrong train it's only 2-3 minutes to the next stop to retrace your steps. And for the boarding passenger, the platforms now mostly display where the next trains terminate and on the Victoria and all SSR lines, the outside of the train gives its destination on every car. Mind you I still get asked quite often at Harrow! "Well the Signaller seems to think we are going to Watford according to the platform display and the driver has set up Watford on the train, so we're just waiting for the Controller to tell them to change all that..." That makes sense. Do the RVAR dictate that the station must be announced once the train is stationary, and is this because this is when the announcements are most audible as the train is not in motion?
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Post by edwin on Mar 20, 2017 17:53:18 GMT
Why do the digital voice announcements need to have so much information? In Paris, the announcements cover only the stations as they enter and some key information (such as at the end of the line, skipped stops, mind the gap, and branches). It seems that in Paris, maps and signage are responsible for providing interchange information. I've always wondered this, and I also find the announcements in London far too wordy. Also the announcements about which station the train is at should play when the train is decelerating, before the doors open, what use is it to announce the name of the station after the doors have opened, especially if you want to encourage passengers to disembark promptly. In fact when it's quiet and dwell times are short the announcements about where the train is terminating plays after the doors have shut, if you're on the wrong train, what use is that? It should be *Train decelerating, mostly in station* "This is xx, change here for xx" *doors open* *short pause* "This train terminates at xx"
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Post by edwin on Jan 18, 2017 2:35:50 GMT
Heathrow T4 to T123, almost certainly. (4.36km according to CULG) Baker Street to Finchley Road is 3.39km, but is not continuously in tunnel as it breaks the surface to pass over the Regent's Canal 1km north of Baker Street. Isn't Seven Sisters - Finsbury Park longer? I can't find the exact length online, though.
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Post by edwin on Jan 18, 2017 2:23:55 GMT
Got 213 out of 269, 79%. Missed some obvious ones (such as Whitechapel or Monument) because the way I remembered them was haphazard and I ended up forgetting which ones I had already written. Some on the ends of the Piccadilly/Metropolitan/District lines i'm not surprised I forgot.
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Post by edwin on Aug 2, 2016 1:00:11 GMT
It's a shame a third escalator wasn't added between the Bakerloo platforms and the ticket hall.
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Post by edwin on Apr 4, 2016 12:09:12 GMT
^ Ok, thank you.
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Post by edwin on Apr 2, 2016 13:38:43 GMT
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Post by edwin on Mar 30, 2016 16:56:56 GMT
Does anyone know when the old ticket hall will be reopened? If at all? The TfL website simply says 2016.
I also read that the interchange between the Central and Crossrail has been scaled back, will there still be deep level interchange or will passengers have to rise to the ticket hall and then back down to interchange? It is not very clear on most maps of the station.
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Post by edwin on Mar 28, 2016 9:52:05 GMT
was on a 1992 car adjacent to a cab just now. Although ICBs are not fitted, the big "teeth" either side of the end door on the adjacent B-car would probably be enough of a deterrent to anyone trying to get out of the train that way. (Doesn't stop people falling through the gap off the platform of course) Are the teeth new? I don't recall seeing them before. They feature in the Holland Park RAIB report- the incident occured on 25th August 2013, so they've been in use for a while! I read the report and came across this: "98 Inner inter-car barriers were retrofitted to Central Line stock during the early part of 2013. They were fitted to deter a passenger from attempting to get out of a train via the car end-doors after failing to leave the train at the final station stop and being over-carried into sidings where the train operator changes ends. Once the barriers had been fitted, LUL removed the previous requirement for station staff at the final station stop to check that all passengers had got off the train before it moved off to the sidings." Does this mean that there is no longer a longer station stop at for instance, West Hampstead when a train terminates there? That's if the 96TS has similar barriers fitted of course.
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Post by edwin on Feb 25, 2016 0:18:24 GMT
I could be wrong, but whoever designed that map may have gotten the step-free signs mixed up, because surely, the trains will be level with the platform at the brand new underground stations, and not level at the old NR stations.. Also, Heathrow Express trains are perfectly level with the platforms at the Heathrow stations. Presumably the Class 345s will be at the same level. That's the same conclusion I came to at first though it baffled me Think I need sleep. Also isn't it quite poor that such major stations such as Stratford and Ealing Broadway wont have total step free access as well as the other 26 stations on a £15 billion pound railway. Looks like you're not the only one.. www.standard.co.uk/news/transport/tfl-criticised-for-getting-crossrail-elizabeth-line-map-wrong-a3188126.html
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Post by edwin on Feb 25, 2016 0:06:19 GMT
I could be wrong, but whoever designed that map may have gotten the step-free signs mixed up, because surely, the trains will be level with the platform at the brand new underground stations, and not level at the old NR stations..
Also, Heathrow Express trains are perfectly level with the platforms at the Heathrow stations. Presumably the Class 345s will be at the same level.
Edit: Just checked the Tube Map, and the step free symbols from platform to train are blue and the ones from the platform to street are white! So whoever made this map has reversed it, and this is the reason for the error.
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Post by edwin on Feb 14, 2016 22:15:26 GMT
So is the issue with higher number of trains causing the track to wear quicker and thus be more noisy, or is it just simply a case of more trains = more frequent noise when they pass?
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Post by edwin on Feb 14, 2016 21:30:09 GMT
Is track quality the reason for the slow ride between Baker St and Finchley Road, or is it to do with tight curves? Currently the Met isn't much faster than the Jubilee despite it having no stops and the Jubilee having 2! Track quality, the curves, and the fact that you are coming and going from one controlled area to the next. There's also the fact that the Jubilee is now ATO and can simply achieve more in terms of rates of acceleration/deceleration, whereas humans will all perform differently (as some drivers drive a bit more defensively). That said, on a good day (quite possibly in dreams because it's so rare) where I've had absolutely no-one else in front of me for ages (which is rare now we're always running late), I've been able to get from Baker Street to Finchley Road in 5 minutes – shaving a whole 30 seconds(!) off the official off-peak running time. If you're really interested in speed limits: Leaving Baker St (platform 2), speed limit is 25mph until you get north of the junction at Baker Street. Pootle along for a little bit, then it drops back to 25mph for a few moments until you get to the Grand Union Canal, where you resume line speed up as far as the cover before Marlborough Road. It then drops back to 30mph going round the cut at Marlborough road, and then back down to 25mph as you go back under cover. Resumption of line speed on the straight bit just before Swiss Cottage. 25mph at Swiss Cottage and over the points, then up to 30mph once you get past, dropping down to 25mph for Finchley Road platform. Going Southbound is fairly similar. 30mph leaving Finchley Road, resuming line speed for a short distance after Swiss Cottage, before dropping back down to 30mph on the approach to Marlborough Road and just beyond. Line speed up as far as Lords, where there's a 40mph limit going past it, and then dropping down to 25 at the crest of the rise over the Grand Union Canal, and then the speeds vary on the approach to Baker Street, depending on where you're going. Because of the controlled approach into Baker Street however, the reality is that you don't really gain that much more speed once you get past Marlborough Road. *** In other news; 20mph TSR still remains. APD / Balfour Beatty have been out and about on the track today to conduct inspections (mostly in the Dollis Hill area), but not sure if they made it to West Hampstead. New bags of ballast have since arrived over the last few weeks to pack out the area in readiness for possible work. Thanks for the information. How many speed restrictions will remain once the track is replaced and the SSLs are ATO?
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Post by edwin on Jan 25, 2016 23:47:37 GMT
So does anyone know if passengers will have to be tipped out of the Paddington terminators?
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Post by edwin on Jan 25, 2016 23:05:22 GMT
Is track quality the reason for the slow ride between Baker St and Finchley Road, or is it to do with tight curves? Currently the Met isn't much faster than the Jubilee despite it having no stops and the Jubilee having 2!
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Post by edwin on Jan 13, 2016 7:51:56 GMT
^^AFAIK the siding at Paddington will be cleared for passengers, the train will be fully walkthrough so no risk of a Liverpool St type incident.
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Post by edwin on Jan 11, 2016 4:56:30 GMT
So is the opening of doors before the train has come to a complete stop frowned upon from on high? Certainly! If someone, disabled or otherwise, steps out of an open door while the train is still moving they could be injured in some way. True, but in the video in the OP of this thread the doors just stop as soon as the train stops, not when it is moving. I don't see how this can be bad when compared to the multiple second delay that occurs when a train stops on other lines.
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Post by edwin on Jan 11, 2016 3:48:53 GMT
^^Are they connected to the Victoria line, because you can hear 09TS when near these vents.
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Post by edwin on Jan 7, 2016 3:09:03 GMT
I've seen this happen on the 95TS a few times (mostly before it was ATO), but never on the 96TS or 92TS, despite them being ATO. In fact there is usually quite a delay.
Seen it happen on all of the older stock too.
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Post by edwin on Jan 2, 2016 3:21:57 GMT
^ Sounds like Celia with a cold.
Why no "change for the Piccadilly line"?
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Post by edwin on Jan 2, 2016 2:43:56 GMT
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Post by edwin on Dec 10, 2015 1:57:33 GMT
Was there today, I noticed the escalators from the ticket hall down to the Central line seemed a bit sluggish, were they running slower than usual or was I mistaken?
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Post by edwin on Dec 7, 2015 11:50:24 GMT
It's a bit characterless. It's very smart, and I remember liking it when I used the Northern line from there recently, but looking through the (well-taken, don't get me wrong) photographs, I do come away with an overwhelming sense of blandness Agreed, however, it is vastly better then before when it had ugly small beige tiles with black green and red trim - yeuch. Bland is better then ugly. I'm hoping the Crossrail sections have a bit more architectural interest when they open.
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Post by edwin on Jan 20, 2015 4:57:59 GMT
I hate the transverse seats on the S8s. Most because if i'm sitting in them I have the awkward situation where someone is directly staring at the side of my face. If the roles were swapped i'd feel uncomfortable staring directly at someone's face.
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Post by edwin on Jun 21, 2014 16:19:26 GMT
It could simply be that the Jubilee Line does not have enough trains to run a more intensive service on a regular basis. This timetable requires 58 trains in the peaks out of a total fleet of 63 trains. That is pretty close to, if not actually at, the limit of reliable availability for a fleet of that size. According to documentation I have seen, the main constraints are insufficient trains, and also the whole detrainment issue at the various reversing sidings which since the Liverpool Street incident has still never quite been fully resolved. Why not? it seems preposterous! Why can't Tfl just flash the lights on and off before detraining, and when going into the reversing siding have an announcement like "the train will re-enter service shortly, please remain in the carriage and do not attempt to switch carriages" or something...
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Post by edwin on Feb 3, 2013 3:00:16 GMT
^^I think it's a 'Greater Tokyo' map, much like the 'Great London' railway map.
Also Tokyo has a much larger population than London. 30 million vs 7 million I believe.
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Post by edwin on Feb 2, 2013 23:25:55 GMT
Why not just build a platform for the driver to change ends outside of the train, like in the Paris Metro. Is there not enough space?
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