The trouble is, TfL is no longer managed by people with railway experience. It would seem that current corporate policy across the country is to get the youngsters quickly into positions of power, while leaving anyone over 25 in limbo with ever decreasing opportunities of promotion. The youngsters really don't have a clue on what 'greases the wheels' and are unable, it seems, to differentiate between what does and doesn't matter, but I guess generations create their own realities, which then invalidates any experience the older heads have, in other words create an environment where 25 yrs experience on a job means you're out of touch and a hindrance. Glass ceilings, and glass floors 😕
I agree with with this, just look at the generally abrasive strike inducing management style of LUL in general, evident from the Incident at London bridge, and from general postings on this board and the Guardian and Times newspapers. Those youngsters or kiddies are unsuitable as Managers, as they lack the soft skills necessary to run a proper team. Sorry for being so blunt about this, but the whole system needs reform, with Decent experienced management.
There are many decent managers within LUL, but, unfortunately those inexperienced managers tarnish LUL's reputation for everyone, and should be shot!
Regarding the London Bridge fare dodger incident, it should have been brought to a Court of Law to decide who is wrong, not an inept LUL manager.
For this to end up as a dispute someone is inept, the police are obviously uninterested so nothing seriously wrong happened.
Someone has made a decision and nobody is prepared to admit it was wrong, if the decision was correct the evidence would be on the table by now.
Over-shooting the stopping mark? With the driver having to go through the process of using a cut-out switch to be able to get the doors open
Indeed quite a long procedure: - use PA advise of delay to door opening - open cab door on platform side - open glass fronted cabinet in cab with special key - turn emergency open switch - open passenger doors on platform side, using rear mounted buttons only (first 3 and last 3 doors may remain closed due to SDO and train position) - check platform/train interface - return emergency open switch to normal - close and lock glass fronted cabinet in cab - close cab door - check station starting signal - check platform/train interface - close train doors - check station starting signal
Highlighted points all designed to make it difficult to open on the wrong side as with emergency open switch doors can be opened on both sides at any location.
Many trainers advise drivers to put a foot on the platform when using this procedure to make it failsafe.
It will be system wide - not sure if all being decommissioned on the same date. Not at work for a few days so cannot dig out the information. There was an RMT communication about this as they are not happy.
System wide, at the same time. Theoretically (from the information that I have) they will still work after this date, but will no longer be maintained and, over the coming months and years, will be removed and replaced with new insulated wires (rather than the exposed ones as present) to ensure that the headwall tunnel telephones continue to work. Basically, the ability to 'pinch and rub' and attach a tunnel telephone handset is being withdrawn.
This really isn't a massive deal. The last time the wires were used in anger was at least five years ago - probably longer - and many areas spend large time periods of time with the overrides in place due to some fault or another. As I've mentioned, the headwall tunnel telephones will continue to functuon, whilst the widespread use of Connect radio tends to make communication with the controller much quicker anyway. In the event of a train radio failure, SCDs still remain available, although there is no guarantee that these will remove traction current from an area. In an extreme emergency this might mean current stays on for a couple of seconds longer, but at the same time assistance can be rendered much quicker - the conversation would still have to happen if the TT wires were activated. There's also no guarantee (the same goes for a HWTT call) that traction current will be discharged, or recharged, until the controller is spoken to, who in turn will liaise with power control at "Leicester Square"*.
That said - I am a little surprised that the fixed Hi-Lo telephones are being decommissioned. When I first was told about the plans it sounded like the TT wires would be replaced across the Combine by these, as they are more reliable and maintain many of the same features of the TT wires. A combination of costs and redundancy (see Connect above), I suppose.
(*Is the power control room still at Leicester Square? I should know this, but I don't. A few people have said it's moved, but whenever power control is referred to it's still "Leicester Square", and that's how it's labelled on our phones... Hmm.)
SCD's can be used only in extreme emergency and even then only at the users choice and discretion.
It is interesting that the D-Stock started off with Passenger Door Open facilities (PDO) when new, but (PDO) was removed on refurbishment, and they will get (PDO) facilities once more, once converted into the D-Trains by Vivarail - Some things do really come round in Circles!!
But not everything, D stock only cleared for south side of circle.
I suspect that the Watford branch, north of Harrow probably currently costs a mint to operate. Turn it into a line with a commuter base at each end and it would not surprise me if commuter revenues went up by a third.
A third of not-very-much revenue is still a lot less than "a mint" though. Even if revenues do improve, would they do so by enough to pay the extra costs not only of building the thing, but also running an extra station (net), additional operating complications at Watford (particularly the junction at High Street and the interaction between the LO and LU signalling systems), the extra train mileage, etc?
There may also be revenue lost as some passengers from Metropolitan Line stations will find it easier and cheaper to travel to Watford Junction to catch WCML trains (or to St Albans) rather than via Euston Sq or KX St Pancras.
The Aylesbury/Amersham to Watford idea might have legs. If run as an NR (Chiltern) service it could be cheaper (no electrification, shorter trains - and therefore platforms). Harrow/Wembley etc already have direct services to Watford Junction on LO (and indeed LM). It would be interesting to know how many user of the Watford branch currently travel from the Amersham/Rickmansworth direction and change at Moor Park, who would benefit from a direct service - and conversely how many travel from the Harrow/Pinner direction and would have to change at Rickmansworth if such a service replaced the existing one.
Cheaper still would be to build a new basic station on the Met where it crosses the canal, and reopen the LNWR line on the extant trackbed up to where the widening of Ascot Road has severed it, and advertise the five minute walk between them - about the same as at Hackney - as an interchange.
A third increase in Revenue is a lot, I feel sure it will be enough to switch the line from loss to profit.
I cant imagine anyone travelling from the north end of the met to the west coast main line currently travelling via London, they would go to HOTH then bus to Harrow and Wealdstone or Northwick Park and walk to Kenton. The numbers travelling to St. Albans are negligible as the cross town connection involves a long uphill walk.
There are passengers travelling between Watford, Rickmansworth though probably not more than 2/3 a train on average, both the location of Watford station and the 13 mins connection don't help to build the service.
I would love to see the revenue projections and to know how much of a basket case the Croxley link is from a financial viewpoint. I suspect that the Watford branch, north of Harrow probably currently costs a mint to operate. Turn it into a line with a commuter base at each end and it would not surprise me if commuter revenues went up by a third. Leisure/shopping journeys would also increase. Watford High Street station is probably better located for shoppers than any other station on the met.
They will hopefully solve the issues which occur when Met trains cannot get north from Baker street, at the moment if there are too many S8 in the City they have to keep running and reversing at platform 6 Baker ST, casing disruption the the Circle and H&C.
The only signs of any wear I have noticed on the S8's is on some of the forward facing seats where the wear appears to have been caused by peoples feet. I spend enough time on S8's to have noticed any serious wear.