I've always found it odd that DLR trains have door edge rubbers so different to those on LUL trains. The DLR ones appear to be aimed at draught and noise exclusion with their relatively intricate interlocking shapes. The shapes seem to invite trapping of clothing but still seem flexible enough to allow the doors to be detected closed with such a piece of clothing trapped and difficult or impossible to pull out. The doors don't seem to have a sensitive edge detection system that might mitigate the issue as on the most recent LUL stocks.
Or maybe where the assets are in the worst condition?
Putney Bridge certainly isn't in bad condition - it was recently installed.
It's nothing to do with condition. They are platforms currently with a door cut out, that won't need the door to be cut out once the redundant equipment is removed. These sites have been in the 4LM plans for years.
The Putney Bridge platform 2 example is because it was brought into use as a through platform while D78 stock was still running. So it needed a temporary OPO Monitor Array for the D78 stock. That obstructed the S stock front passenger doorway. Now the monitos can be removed and the doorway will be brought into use.
The relevant train CIS announcements about doors not opening will be amended to match at the next update, probably from later this year.
Work is now starting at several stations to ease the SDO Selective Door Opening by removing the legacy OPO equipment (C & D Stock), the positioning of which prevents some doors opening at these stations. In the programme so far are: Upminster, Hornchurch, Dagenham East, Whitechapel, Cannon Street, Euston Square, Putney Bridge. It’s hoped to have these finished by end-of October.
No other legacy OPO equipment at any other stations will be removed at this stage.
Whitechapel is already 'All Doors Enabled' on both platforms. Did you mean West Brompton WB?
Hi, yes I was aware 92TS is compatible with 125Hz, I was just postulating that the replacement package might not need to be. A cheaper method of frequency conversion of the route sounds interesting. I wonder if that's what was value assessed against the 4 cars at a time, hauled approach. And regarding the other route via baker St and the Circle, it still includes some 125Hz tracks if I recall correctly. And in any case, the Thales ATC commissioning should be happening in time to rule out frequent passage that way of trains only having tripcocks or Central line ATP. Or is this 92TS job going to happen really fast?
I sincerely hope LU spends a few £ on the ability to run the trains under their own power from Ruislip to Acton ruther then all the b*gg*ration of splitting trains and running with the ancient relic/MPU. This would be good for the journey to Acton. However, there would be a risk in returning the 3-phase converted trains to Ruislip unless they are tested. Does anyone know whether the test track (27 road) at Acton will be retained?
Oooh, get rid of the last 33Hz DEV area on the Underground - North Ealing to South Harrow? A quick frequency conversion job sounds easy doesn't it. But these things are never "a few £s" are they. And maybe the new 92TS equipment doesn't need or have 125Hz compatibility, so then we'd be on to fitting proper new track circuits and then on to will those be needed at all with Picc Upgrade so is there any value? Oh dear!
The S stock CIS does have Rayners Lane and Ruislip as settable destinations for NB trips. It also has Ickenham and Rayners Lane as SB destinations. I'd be surprised if Ickenham gets much use but it covers reversing via the crossover at Ruislip siding and going back to Uxbridge. Rayners SB then involves a double shunt via the siding, so really for service purturbations etc.
As for the fans, are they extractors? I thought they would bring air into the carriages to aid ventilation.
On 1972TS the ceiling fans are extractors. The idea is to draw air in through the ventilator slots, gaps round sliding doors, end door droplight windows etc. and out through the roof. Whichever way such a fan blows, there has to be a return air path as well!
Based on my limited understanding of this incident, even if the fans were running I doubt they would make a significant difference to the outcome.
Last Edit: Aug 12, 2017 10:05:02 GMT by rincew1nd: Quote fixed
I wonder has the radio based system proved itself yet on a complex railway, using the traditional proven track loop system may be a better idea. The downside with radio based systems is that you still need Track Circuits (Hint = Victoria Line 2009 stock), which can be done away with in the track loop system.
The Thales system for SSR uses radio but does not use track circuits. RF tags each with unique IDs perform a function similar to JL/NL loop crossovers and there are axle counters at certain locations.
In some countries, they have full LCD screens hanging from the ceiling that also show adverts.
The latest UK commuter trains from Siemens and Bombardier also have such screens although just showing journey information I think. Hanging them from the ceiling in the Jubilee line 96TS would be a bit of a headroom problem though!
As 'dot matrix' has come up, I would like to suggest that the external dot matrix displays on district stock show the final destination at all times. Its annoying at interchange stations to arrive at the platform and not know which branch the train is headed on. The time it is blank or says 'district line' is essentially wasted.
Again, that's what LU specify. For many passengers the line name is good enough if they've already picked the correct EB or WB platform, and they don't need the destination unless they are wanting a specific branch of a specific line. Indeed some tourists taking short trips in central London probably don't have a clue where Upminster or Ealing Broadway are at all! Yes, obviously at Earl's Court WB you really, really want the destination and all trains are Districts anyway of course. More use at say Whitechapel when you are going west and want to know whether it's an H&C or District for the divergence at Aldgate East.
It's more frustrating on the Met line where it rotates between Metropolitan line, the stopping pattern (also very important) and the end destination. At least on Circle, District and H&C it's only swapping between the line name and the destination or with most of a Circle run, Circle line and a via Station. Although it can feel a little frustrating, there are times it's useful and you only have to wait 2.5 seconds (I think) for it to alternate, or 5 seconds worst case on the Met.
Last Edit: Jul 3, 2017 21:59:53 GMT by t697: Added a sentence.
Oh, no problem about being a muppet really! Design and engineering are full of compromises. A fair size group felt back in 2007 or so that was the best compromise for the various requirements we had to meet. As I've described, other compromises may seem better to others or in hindsight. Anyway new trains these days seem to be dropping dot matrix screens in favour of full monitor types which allow unlimited graphics options. It will be interesting to see whether and how that's utilised on New Tube. The main line ones are governed by EU Technical Standards for Interoperability (TSI) I think, so I wonder whether LUL will have to stick to the font height dictated by RVAR which is written around the cruder dot matrix type displays.