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Post by t697 on Dec 22, 2023 18:44:12 GMT
PED throughway is generally made wider that the train door throughway obviously, to allow for a stopping tolerance. An affordable compromise has to be determined. On the Jubilee line the tolerance is +/-0.5m and at the extreme of that the throughway is just beginning to be obstructed. There doesn't seem to be a reason why the same couldn't be done with S stock if PEDs were introduced, although I don't foresee the SSR routes getting PEDs any time soon.
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Post by t697 on Dec 21, 2023 19:33:17 GMT
If PEDs were to be added to any S stock platforms, the ATC stopping window could/would be amended to be compatible. The tolerance at Jubilee PED platforms is tighter than at the other Jubilee platforms as evidence of previous practice.
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Post by t697 on Dec 20, 2023 16:32:54 GMT
The tolerance is generally bigger than Chris' source suggests. Some platforms have tighter tolerances than others. This was provided with the 'Interim' CSDE system and is perpetuated to an extent with the ATC.
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Post by t697 on Dec 20, 2023 16:28:36 GMT
Even more so, isn't Adrian the S Stock's "mind the gap" announcer? If so, I reckon TfL would have experience with him anyway. No, the current S stock Mind the Gap message isn't Adrian. Adrian did voice the Covid mask etc. messages and the latest See it. Say it. Sorted. message available on S stock, all triggered remotely from Service Control when needed.
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Post by t697 on Dec 13, 2023 18:44:26 GMT
I think that is the current plan.
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Post by t697 on Dec 13, 2023 18:37:17 GMT
The paper map is very useful when doing Chris M's quizzes, but I doubt that supports the print run much!
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Post by t697 on Dec 13, 2023 17:55:40 GMT
6d picture looks like the next station along, half sharing its name with what seems to be the 6d answer.
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Post by t697 on Dec 13, 2023 17:07:01 GMT
So 32 down must be Rectory Road - RR And 23 across Kilburn High Road - KHR And did we do 24 down Hackney Wick - HW?
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Post by t697 on Dec 13, 2023 9:15:39 GMT
Nice to see the wheelchair access symbols for Amersham and Harrow-on-the-Hill made consistent with other Met stations where step-free to the (S stock) train is also provided. Only taken 18 months or more! I wonder when the muddled set of Met line car line diagrams in the trains will be sorted out.
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Post by t697 on Dec 11, 2023 13:15:21 GMT
The dot matrix screens on 86TS were impressively long for the day. Better adapted for the non-scrolling display method that was encouraged at the time. I understood this was to make them easier to read for certain types of disability. It also enforced a good discipline on keeping the messages concise and to the point. Something rather lost in later years. 95TS I'm thinking of you in particular...
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Post by t697 on Dec 11, 2023 13:08:38 GMT
My apologies if I misled anyone. My comments were based on knowledge of this aspect of the project and hearing samples through project work, not through hearing them on an actual 24TS either in person or via the Geoff Marshall YouTube video, which doesn't seem to have any. Perhaps the original mention in this thread was tongue-in-cheek about Dave Hooper on the microphone?!
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Post by t697 on Nov 28, 2023 16:53:34 GMT
A bit nerdy but I noticed and was impressed that the dot matrix font is a good approximation of Johnston, generally following those already on 09TS and S stock. That is, except the 'g' on the 92TS. Anyone with insider knowledge on why this 'g' was chosen? It does stand out to me as a little out of keeping with the rest of the set.
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Post by t697 on Nov 24, 2023 16:59:30 GMT
Nobody hired 'her'; it is a text-to-speech voice designed by Acapela Group Babel Technologies S.A. for Siemens. True but the text to speech 'voice' is derived from multiple recordings of a specific real person.
This of course means that future changes to the scripts and content can be done without needing new recording sessions and the issues of non-availability of the same person or natural variation in their voice with passing years.
I wonder how one feels listening to one's own voice re-synthesised to as it was, say 20 years earlier.
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Post by t697 on Nov 24, 2023 16:58:05 GMT
I'd guesstimate that the substantial pillars between the windows are also to provide structure to resist body bending loads, particularly where the intermediate car shell is suspended. Then the design 'motif' continued at each bay and the hollow section also providing air ducts as described.
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Post by t697 on Nov 22, 2023 18:27:23 GMT
The group of three near square windows is a little homage to early Standard stock perhaps?
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Post by t697 on Nov 22, 2023 18:00:28 GMT
Super. It's scary to think of the assurance assessments and approvals we'd have to go through for that sort of thing today.....
Then again, just maybe, with today's processes the route would be laid down so tightly it wouldn't have left the depot in the wrong direction, so it cuts both ways.
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Post by t697 on Nov 21, 2023 17:33:11 GMT
I seem to recall the insulation on the cable on a set of track circuit clips isn't rated for traction voltages and of course it would lay on the negative rail. Also all the points about the frequent LUL service, possibility of applying to the wrong rail in confusion and so on are relevant too. And these days, the user would need to be trained on which part of their line doesn't use track circuits at all.
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Post by t697 on Nov 20, 2023 17:46:37 GMT
And forgot Vic line 09TS as the last new Tube size fleet.
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Post by t697 on Nov 20, 2023 17:41:53 GMT
I have often heard the 73 stock has never operated at its full capability - Which leads me to ask, how quick would they accelerate from a stand still and which stock would it compare well with today? The 'Not Used' capability in 73TS is twofold: 1. Load weighed adjustment of the notching relay setting in motoring. This would have kept the initial acceleration (i.e. whilst notching) at nominally 1.15m/s^2 throughout most of the passenger load spectrum. Without, the acceleration is less with increasing passenger load. 1.15m/^2 is achieved with a near empty train and this is similar to the initial acceleration of Jubilee and Northern 96TS and 95TS.
2. Two further stages of field weakening. This would provide further acceleration and top speed beyond Full Parallel. I think that would make them fairly comparable with Jubilee 96TS, maybe a bit slower. I've experienced well over 60mi/h with this set-up on a 73TS test train at the north end of the Met for test purposes but of course that was downhill gradient assisted.
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Post by t697 on Nov 19, 2023 18:37:39 GMT
Another point was that unlike later stocks like 73TS, C stock and D stock, the 67TS didn't have Field Injection. The result was that once the motors started to excite in braking they reached full brake current very fast, in less than a second typically from 'Proving'. This gave the impression of quite a snatch to the brake as it's faster than typical e.p. brake feed-up. A modification was made to slow this down with brief field weakening on the similar but manually driven 72TS to suit them better to driving in the open.
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Post by t697 on Nov 19, 2023 16:57:59 GMT
Station staff at Farringdon (LUL) and some other SSR stations still make announcements like "This train has a green signal, stand clear of the doors." although the indication is a white 'ready to depart' indicator on each car. I think the Jubilee and Northern have platform mounted 'ready to depart' indicators replacing the old green signal repeaters. Have platform staff on those lines got a different announcement yet?
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Post by t697 on Nov 19, 2023 16:50:45 GMT
I don't know for sure but being old enough to have done a little engineering on these in the 80's here are some thoughts: The rheostatic brake had two notching relay settings, Rheostatic 1 & Hold which was a low rate without retarder control and a single higher rate used with each of the MIN, NOR, MAX retarder controlled rates. I seem to recall that this higher rheostatic setting produced brake force roughly equivalent to braking the motor car at tare MAX. So in MIN the retarder hardly applied any (trailer) friction brake, in NOR some trailer brake and in MAX and with full passenger load the retarder fed trailer brake even higher and the there was spillover into the motor car brake cylinders via a Restricted Application Valve which kept the trailer pressure about 30lb/in^2 above the motor car brake cylinder pressure.
With the Hainault loop being mostly non-tunnel and subject to variable adhesion the rheostatic brake's adhesion demand being biased to the motor car (even if the ATO brake profile (spots) had been set to a lowish rate) may have led to or expected to lead to wheelslip/slide. The easiest way around that would have been to cut out the rheostatic brake. With that done, the retarder control used Application Trailer and Application Motor I seem to recall and the adhesion demand was then sensibly the same throughout the train.
Let's see if this jogs others' memories.
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Post by t697 on Nov 16, 2023 18:07:48 GMT
On the NR sections concerned the centre negative conductor rail is electrically bonded to the traction return running rail so that both LUL 4 rail trains and other trains operating on the 3 rail principle can both operate.
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Post by t697 on Nov 15, 2023 18:29:11 GMT
When does the location ID get loaded? Is it on the approach to or at the station itself? I don't know how it was configured, as I noticed when the train arrived that the front destination board was blank. Someway in the journey an announcement was made that the train would terminate at Tooting Broadway instead, after which the announcements started playing properly and the display lit up. I made an audio recording of the journey on my mobile at the time linkYes the 95TS CIS is full of mystery even when working as designed! Not the best on LUL in my view. It's almost certainly the one I'm most fond of though! Either that or the quirky 96TS one... With the current 95TS scheme the train TMS gets the "This station" and its ID from the ATC when the front is about half way down the platform on arrival. That's how the 'This is X etc. .....' visual starts running just before the train actually stops. The audio is set to start after the doors are commanded open.
There are other triggers from ATC to TMS including one about 180m before the station to trigger the approach audio message, 'The next station is X etc.'.
Answering someone else's point about RVAR; RVAR only requires name of this station, name of next station and the destination name. All the other stuff on LUL CIS is stuff LUL wants given such as interchanges, Mind the Gap, SDO doors cut out. And those instructing the scripts over the years have made them too long for the time available in some places so the train is telling you about something that's already happened and your chance has passed! I'm impressed that some people like the 95TS CIS. Have to say I don't.
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Post by t697 on Nov 14, 2023 21:58:36 GMT
Still doesn't account for the impossible stations on that route! Yes the 95TS CIS is full of mystery even when working as designed! Not the best on LUL in my view.
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Post by t697 on Nov 14, 2023 21:56:06 GMT
I was on a service once where the announcements weren't working at all, bar on the approach to Clapham Common, where the SDO announcement played but radio silence for the rest of the journey. How does this work? Ah, the mysteries of the 95TS CIS! The SDO message is designated a safety message. Possibly the TMS plays it in some circumstances when ATC gives it the relevant location ID but the rest of the CIS messaging is lost regarding destination and actual journey sequence not matching.
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Post by t697 on Nov 14, 2023 19:26:33 GMT
Signs there tell T/Ops to use platform 3 on the other side of the train because the OPO images for departure are better. That dates back to the platform monitor images. I don't know whether the in cab images in S stock are good enough both sides, but the same practice is used on both Picc and Met trains. CSDE provided is both sides since there is a platform both sides. Actually I'm only sure of that for S stock, Picc CSDE may be set up only for one side.
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Post by t697 on Nov 14, 2023 19:22:28 GMT
Pretty sure this describes the train proceeding along with the wrong destination having been set. It gets updated by ATC with each station ID, looks up the next one in the direction the destination is allegedly heading and announces that as the next one, which is of course actually the previous one.
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Post by t697 on Nov 9, 2023 17:19:45 GMT
OK, so they were all built for the Met Railway or the Met and another railway but Preston Road is the only one now in Met line use.
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Post by t697 on Nov 9, 2023 4:57:41 GMT
Hmm, of these stations, Preston Road is the only one first opened in the 20th century. All the others are 19th century originally. Also Preston Road opened as a Halt with the impressively long name Preston Road Halt for Uxendon and Kenton.
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