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Post by t697 on Oct 21, 2019 16:35:29 GMT
If so, was that Tubelines who forgot to use Johnston font on the Waiting Room signs? Tut tut...
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Post by t697 on Oct 20, 2019 17:24:06 GMT
The design intent for S stock was a life with appropriate maintenance of well over 40 years. As a marker, Concessions to Standards we dated out to 2055, implying 45 years. The impressive 48-50 years of many A stocks is to be surpassed easily by the generally unloved 1972Mk2 Tube Stock on the Bakerloo of course. Mostly introduced in 1974, they are already 45 and no end in sight for another 10 years give or take a bit.
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Post by t697 on Oct 19, 2019 8:47:50 GMT
There are talks given on the trip apparently, but the bit of line you can't go on in normal service is just more tube tunnel, it doesn't look or feel distinctive. Obviously must appeal to tick box folk I suppose.
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Post by t697 on Oct 19, 2019 8:40:24 GMT
£90 to travel on a 1996 stock? Total rip off. I agree, but apparently both trips now sold out!
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Post by t697 on Oct 16, 2019 20:57:58 GMT
I think they were left there serving as terminal bars rather than switches, but would have to hunt out old docs to be certain.
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Post by t697 on Oct 16, 2019 18:00:39 GMT
I seem to recall that the POGO switches remained in circuit even after One Person Operation, but were always left in the 'GO' position meaning Operator Open. I think they were removed from circuit when redundant wiring was disconnected at Refurb when we removed all the Passenger buttons. The switch was always known as POGO though. A bit too rude to substitute another 'O' for the 'G'!
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Post by t697 on Oct 15, 2019 20:16:39 GMT
Thanks. Seems to have been done by same person as it's the same style with music of the period. The one I mentioned had quite a bit of LUL line footage. Pity it's disappeared. The one you linked is quite interesting though. It's impressive how fast those EMUs run into terminal stations without modern cautious TPWS. And of course all those thousands of passengers alighting from swing doors before the train stops!
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Post by t697 on Oct 14, 2019 17:38:23 GMT
The interesting King's Cross & the City Widened lines in the 50s and 60s video and other videos from Smockberg that were hosted on Vimeo have vanished. Anyone know if they are available elsewhere on the internet?
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Post by t697 on Oct 11, 2019 15:59:58 GMT
I don't know whether this is relevant but I recall a period when the Picc Fleet still included a few 38TS trains as well as 1959/62TS. Maybe a 38TS 4 car could have been used as the Aldwych shuttle sometimes? Anyone remember?...
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Post by t697 on Oct 9, 2019 21:11:52 GMT
I do agree that the combined District, Circle, H&C line diagram should be tried in S7 trains. Looking at those other examples, LUL has often considered the lit line diagram style which is quite complex behind the visible rows of LEDs. Today you'd do that on a display screen like Crossrail trains etc. That older style was seen as tricky by LUL because it would for ever need stickers on it as interchanges got changes etc. Even our present line diagrams get stickered between renewals. And of course major mod to the unit if there was ever a new station... Like Wood Lane a few years before S stock, but admittedly very rare. That Montreal screen doesn't seem to me to provide significantly better journey information than S stock CIS. LUL's requirements at the time were quite clear that journey information must not be on the same screens as advertising or other information such as the weather forecast.
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Post by t697 on Oct 9, 2019 18:29:37 GMT
Location C; Just by Homerton station between Hackney Central and Hackney Wick.
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Post by t697 on Oct 7, 2019 22:09:24 GMT
Re 'stone age' passenger information; just remember that it was state of the art for rolling stock when specified and agreed about 2006-2007. Given the technology used I think it's pretty good even now. Maybe a brand new system will be a half-life refurb possibility... Probably just as well not to have used available computer screen technologies from 2006. All those CCFL backlights would be failing now and there would be an outcry about the energy such units were eating up.
I think it's been mentioned in a thread here before that there was a really quite clear 'all S7 routes' line diagram drawn up that would address the point about looking at the C&H one when you need to look at the District one or vice-versa. Perhaps the current LUL Customer Experience folk could have another think about those.
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Post by t697 on Oct 7, 2019 19:53:54 GMT
I am over-the-moon about a 4-car unit of 1962 TS having been preserved, as it is one of my all-time favourites. I hope that some day soon it will be fully restored to full working order, and provide special day trips to enthusiasts. From a design perspective the 1962 TS is essentially 1938 TS Mk2. The ambience of the 1938 TS is better as it’s made up of low wattage tungsten light bulbs, which harmonises and compliments the colour scheme of the green interior. However, where the 1938 TS fails and the 1962 TS succeeds is the transverse seating in the centre bays, the arrangements of which was much better on the 1962 TS. Another improvement over the 1938 TS regarding the design is the horizontal section of the emergency doors as these were straight, and squared off at 90 degrees unlike on the 1938 TS. Thus I can’t understand why the 1938 TS is more favoured over the 1962 TS. Did the 1938 TS sound any different from the 1962 TS? 1938TS has probably won favour in part just because it was the first fleet of that style of construction and appearance.
Somewhat as a well preserved/restored Mk1 E-type Jag will be valued higher than a similar condition later long wheelbase one.
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Post by t697 on Oct 7, 2019 19:08:29 GMT
Just a few notes re some of the points raised by jay; 1. The first set of doors behind the cab is narrower so as to allow space for 3 full seats between there and the cab backwall rather than just two. The more limited space served by this doorway was deemed to mitigate the narrower throughway. I don't think it offends the eye, but acknowledge others' opinions may differ. Also of course you may debate the size of the cab and the value/cost of making the train longer still...
2. The glazing system was chosen for two reasons; the poor longevity of previous bonded flush glazing which has needed expensive repair to address corrosion pushing the bonding off and secondly, to permit faster window renewal and return to service after any spate of vandalism. Again, I think the glazing looks quite reasonable, but certainly not as slick as say the windows in 96TS.
3. Regarding the saloon lighting, remember that the basic train design and equipment specification was done in 2005 - 2006. At that time, LED lighting suitable for whole saloon interiors was relatively new. Products from that time were not all that reliable and have now been superseded so the cautious selection of fluorescent tubes has saved a round of premature obsolescence. LUL/BT chose Warm White to blend with the LUL Ivory panelling. Nothing technical to stop Daylight tubes being substituted. Metronet did that on the older stocks in an attempt to faintly blue tint everything and generate an alleged 'cleaner' feel and gain 'Ambience Points' under the PPP. My opinion is that S stock should stick with Warm White and that it goes well with the decor. YMMV!
4. Lastly, returning to the narrow doorway behind the cab, if it had been normal width with standard interior layout between it and the next doorway, the train would need an additional 400mm of station platform at each end. This would certainly have increased the number of stations that would have needed one doorway isolated with the SDO feature. Immediately to mind, West Harrow SB, Goldhawk Road WB and with a bit of effort I could list others. I doubt those would have warranted yet further expense on platform lengthening.
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Post by t697 on Oct 3, 2019 19:28:52 GMT
D as odd one out? Somewhere on DLR, others on LUL.
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Post by t697 on Oct 3, 2019 19:27:08 GMT
A: East Finchley
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Post by t697 on Sept 30, 2019 20:43:58 GMT
I seem to recall they dubbed 92TS 'Tubestar' retrospectively in some marketing material, but 92TS had virtually nothing in common with the Electrostar/Turbostar trains.
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Post by t697 on Sept 30, 2019 20:36:42 GMT
Inset 3 does feature a Network Rail train, but it's closer to Newport than Bristol. Swansea?
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Post by t697 on Sept 30, 2019 20:03:42 GMT
And I'm pretty sure a previous thread stated that they aren't filled with mercury any more.
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Post by t697 on Sept 23, 2019 19:31:05 GMT
I seem to recall theory backs up that sort of speed with both flags up. The difference between FS1 performance as you describe and the full FS3 performance was quite something above about 20mi/h. On test, it would still be noticeably accelerating up hills that the speed would normally balance out on, such as Hammersmith to Ravenscourt Park - which is supposed to be flag down of course.
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Post by t697 on Sept 23, 2019 19:10:48 GMT
Weak field was used on the D stock if the driver used it was another matter though of course only in open sections, usually the coasting flag was used more and more Ah, but there were two further stages of field weakening never enabled for service operation. These were intended for a resignalling that never happened. On a D78 test train on the north end of the Met line I believe something close to 70mi/h was attained. They were intended to get towards 60mi/h on the level if that signalling scheme had gone ahead. Indeed the rheostatic brake was rated to operate from 55mi/h downwards.
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Post by t697 on Sept 22, 2019 20:04:57 GMT
In 1947, the second District line train of the day left Upminster westbound at 05:12 and was due to reach Earls Court at 06:21, 69 minutes later. Several types of stock later, leaving Upminster on the latest timetable at 05:19 the train gets to Earls Court at 06:27, 68 minutes later. The first page of the 1947 timetable is at timetableworld.com in the LMS section. Not the rolling stocks' fault though. R stock and D78 stock both had further weak field performance steps built in but never enabled. The signalling system was never upgraded to permit use of faster speeds and run times. Until now of course with the SSR ATC being implemented. Still a year or more to go before there is enough commissioned to get timetabled journey time improvements UPM - ECT.
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Post by t697 on Sept 22, 2019 12:30:11 GMT
Sudbury Town?
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Post by t697 on Sept 21, 2019 5:01:12 GMT
C - Marsh Road bridge between Pinner and North Harrow. The pictures are Croxley-Moor Park, Northwood-Northwood Hills, Pinner-North Harrow and Harrow-Northwick Park, so a 5th one would be between Preston Road and Wembley Park.
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Post by t697 on Sept 18, 2019 20:29:45 GMT
On why Maida Vale was chosen rather than some other station, it was then a nice new station on a new line extension so perhaps those who chose it were aiming to get a bit of free publicity for the new line in the style of newspaper headlines like 'Maids of Maida Vale'...
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Post by t697 on Sept 2, 2019 17:04:35 GMT
My experience; Left for work about an hour earlier than usual. Service was slow but not terrible. About 5 - 10 mins slower than normal. Return this evening a little better but slow KX - ESQ. The run into Baker St Met platforms is a bit smoother now without the speed control trainstops as definite spot checks. Door release noticeably slow at ATC platforms. Word of the week; 'Establish'. The special announcements at stations and on notices are full of it!
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Post by t697 on Aug 24, 2019 6:57:44 GMT
There are various reasons for this, ATO trains seem to be covered above, but it can also occur because of rail gaps causing motors to drop out as trains accelerate. Northwood on the south is particularly noticeable for this as trains cross the points which access the siding. Northwood siding is likely to be removed as the land is earmarked for Houses. Sorry to prolong this excursion from the Jubilee line. I think at Northwood the electrified siding is to remain, also the crossover that allows trains to go south from the northbound platform. So the associated conductor rail gaps wouldn't be affected by housing development.
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Post by t697 on Aug 15, 2019 19:12:53 GMT
Seeing mention of "fully air-conditioned", has anyone ever only claimed "partially air-conditioned" I wonder. :-)
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Post by t697 on Aug 12, 2019 16:16:22 GMT
For more clarity it's said like: "Jubilee line, the train now approaching is for Stanmore, please stand back from the platform edge." Used to say "from the platform edge doors." I don't know who the voice is, but it's amusing to be told to stand back from the platform edge at a PED station. Why's that, might the train blow the platform screen over?
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Post by t697 on Aug 5, 2019 5:03:56 GMT
Stabling in platforms such as Moorgate Met requires traction current modifications to allow all-night power for train testing, and signalling modifications to avoid loss of train detection whilst the train is powered down. Depends how many trains you stable at a location, the train configuration and the staffing. There are locations today with regular outstabling where train prep is completed before traction current is switched off. Also no signalling mods needed with LUL traditional signalling and even the new SSR signalling has a facility to allow for this at specified locations.
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