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Post by edwin on Sept 11, 2011 2:39:59 GMT
^^Perhaps to provide a more comfortable journey? With manual driving you'd get more variety; some drivers would accelerate aggressively and some would do it more sluggishly, with TBTC it's all moderate.
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Post by edwin on Sept 4, 2011 22:47:45 GMT
Wouldn't it be easier to increase the capacity of the ELL through more frequent trains? Unlike the NLL, the route isn't used by freight traffic so it shouldn't be as much of an issue. However even on the NLL i question the point of extending the trains. I've never been on it where it has been so busy that I can't get a seat, even in the peaks.
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Post by edwin on Sept 3, 2011 0:47:25 GMT
I noticed some escalators seem slower than others... For instance on the JLE the escalators are among the fastest.
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Post by edwin on Aug 31, 2011 0:31:36 GMT
I also noticed the interchange style at West Ham: I didn't think that was the first time they used that... Pretty sure it was used for Paddington at some point, too.
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Post by edwin on Aug 15, 2011 0:40:15 GMT
The 96TS doors close more aggressively than the 92TS, and they feel heavier. I've never held them open, but I use the Jubilee nearly everyday and have observed people who have, they tend to have a lot more difficulty than they on the Central line. I don't remember a single occasion where the train has come to a stop when someone leans against the doors, which happens nearly every time i'm on the Central.
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Post by edwin on Aug 7, 2011 2:32:29 GMT
I believe there was no other choice. When most of the deep level network was built builders had to avoid digging under buildings because they'd have to pay compensation for the disruption, so for instance at Bank on the Central line, there are several curves all around the station, therefore to place a station at the location they wanted they had to build it on a curve. Remember in those days the tube was such a novelty that no-one cared if the station was curved, and there wasn't much H&S...
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Post by edwin on Aug 7, 2011 1:49:45 GMT
I'd also like to see the Central line station re-aligned without the ridiculously curved platform. But I don't really see how it's possible...
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Post by edwin on Aug 6, 2011 0:46:03 GMT
I've said this on here time and time again... The maximum possible efficient frequency is 38tph, as shown by the metros in Moscow and Paris. Whether LU can achieve this or not is the question. But with well-designed terminuses, modern signalling and trains it is feasible. Unfortunately LU doesn't have the former.
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Post by edwin on Aug 2, 2011 2:27:00 GMT
^^Well passenger numbers on the tube is going up and more capacity will be needed. I don't see how you can claim that flat junctions are a good solution on an overcrowded metro system...
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Post by edwin on Aug 1, 2011 2:15:30 GMT
The only thing that is "fundamentally wrong" is the large number of flat junctions on the SSLs.
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Post by edwin on Jul 31, 2011 4:59:17 GMT
Well if it ever does get re-opened they won't have to pay for disabled access as the lifts already reach platform level, I believe.
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Post by edwin on Jul 31, 2011 4:56:30 GMT
Does anyone know how many doors of the S7s will be cut out at each station on this part of the Circle?
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Post by edwin on Jul 28, 2011 2:11:05 GMT
I find it hard to believe the cost of installing SFA at Pimlico could ever be justified. It's by far the quietest of the Victoria line stations. (which presumably also explains why it hasn't been refurbished) In fact, I often wonder if it even gets enough footfall to justify it being open at all - given the delay stopping there causes to those travelling between the hubs at Stockwell, Vauxhall and Victoria. Actually Blackhorse Road and Tottenham Hale are both quieter (according to Wikipedia) apparently Stockwell is too if interchanges are not counted.
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Post by edwin on Jul 26, 2011 3:06:29 GMT
^^Also there are black areas on the floor by the doors and the doors themselves are quieter and smoother like on the 95TS.
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Post by edwin on Jul 21, 2011 23:54:23 GMT
I'm hoping this is just a stop-gap measure that needs to be done before the Olympics and that a 'proper' refurbishment will take place soon after. Hopefully i'm not hoping in vain...
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Post by edwin on Jul 16, 2011 1:41:25 GMT
Does this train have all longitudinal seating?
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Post by edwin on Jul 15, 2011 1:03:53 GMT
09ts tends to brake a fair bit before the station, 92ts seems to apply the brake before the station with full breaking only just as it arrives in the platform. Deep level only...outside the braking profiles are less harsh. As has been said the 92TS is restricted to 40mph in the tunnels (why is this btw?) but AFAIK the 09TS is can go to 50mph in tunnels. Maybe that explains why they brake earlier, because whenever I go on the 09TS the trains enter the station at roughly the same speed as the 92TS.
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Post by edwin on Jul 7, 2011 1:29:05 GMT
Does anyone actually have any idea what is causing these smells? Sewage? Bird brown stuff? Underground burial grounds? Something to do with the geology?
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Post by edwin on Jul 7, 2011 1:25:26 GMT
But considering the large amount of tourists at Paddington (from the Heathrow Express) there is still quite a few people changing at Edgware Road in my experience.
However IMO, this idea of no-change journeys being superior is ridiculous and should end on the SSL. I think more drastic changes should be made to the SSLs in order to make them simpler and have fewer flat junctions.
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Post by edwin on Jul 4, 2011 0:04:52 GMT
The Central line ATO is the same. You only really notice it on the fastest sections.
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Post by edwin on Jul 3, 2011 0:49:28 GMT
^^RVAR yes. Haha. I don't think it looks nice at all, the colour combination of blue seats, yellow handrails and turquoise details is nauseating.
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Post by edwin on Jul 2, 2011 0:15:36 GMT
What is the purpose of the turquoise bits on the interior of the 96TS? It's hardly like they match the line colour, and the 95TS doesn't have them so it can't be a RVAR issue. It just seems pointless and sacrifices commonality between the stocks a tad.
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Post by edwin on Jun 29, 2011 2:45:24 GMT
Apart from cost, what are the other obstacles from putting conventional air conditioning at tube stations? Also, is the JLE air conditioned?
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Post by edwin on Jun 29, 2011 1:35:40 GMT
A better decision would be to grade-seperate the Wimbleware line. Currently it is only partially grade-seperated at the western junction.
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Post by edwin on Jun 20, 2011 12:57:17 GMT
Just checking out TfL's video of how the new TCR will look. At first, you go through the palatial new bit, with a enormous ticket hall and first passages, but there is a notable bit where you turn towards the Northern line platforms and everything gets narrow again. While everything is reclad in the bright, fresh Central line clinic look, you can clearly see it is the same old TCR as you approach the Northern line platforms. This is because the new passageways have to fit between the Northern line platforms. Unless they're moved further apart there isn't really another way of doing it.
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Post by edwin on Jun 9, 2011 2:02:38 GMT
Lines in Paris and Moscow can and do run 36-38tph in the peaks. They're very different beasts...
Paris has close together stations, cramped stations and short trains (under 100m). Moscow has far apart stations, spacious well designed stations and long trains (160m).
Oh and Moscow doesn't even have ATO I believe.
They differ from LU in that they both have well designed terminus that allow a high throughput. In Moscow every terminus is like Bank on the DLR, but with two sidings rather than one. In Paris I believe many of them are similar to Morden in layout. With better designed termini (and without the foolish tipping out laws) I don't see why LU couldn't achieve these frequencies on some of their lines.
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Post by edwin on Jun 7, 2011 1:53:03 GMT
Londoner here, seen them several times and have been on them once. I liked them.
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Post by edwin on Jun 1, 2011 0:28:02 GMT
^^Obviously I meant at the equivalently busy Jubilee line stations...
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Post by edwin on Jun 1, 2011 0:12:40 GMT
Well if they were going to install them anywhere it'd be on the Victoria line, or the rest of the Jubilee line, both of which have no problems of severe platform curves.
Personally if you're going to install PEDs on the Central it'd probably be a better idea in the long run to completely rebuild Bank station somewhere where there'd be no curves, unfortunately that seems impossible.
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Post by edwin on May 27, 2011 1:21:17 GMT
^^So the trains will run faster into Oxford Circus SB and Victoria (both ways) after the asset replacement?
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