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Post by t697 on Jul 21, 2019 22:41:55 GMT
The people swarming all over the tracks at 6:05 was quite disturbing. It's not the lack of hi-vis that's so surprising but the fact most of them are working within platform grounds and without much by way of Lookouts. I don't recall it ever being permitted to work on track in platform grounds during Traffic Hours because there's no immediate usable Place of Safety to move to. Anyone aware of when that was stopped? Seems amazing given the relatively poor sighting time due to the curve and the fact that both tracks are in use as seen by the train on the other road shortly afterwards. And of course these trains are in ATO, not manually driven.
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Post by t697 on Jul 20, 2019 6:21:28 GMT
Err? The article doesn't say the whole bag was outside the doors, just a trapped strap. Pull it? Push back the pushback door leaf to help? This was a 95TS after all.
On the non-pushback S stock I've seen someone get a strap or coat tail stuck at King's Cross and with some late running going on, after the T/Op had reset the Sensitive Edge, they told the passenger to stop pulling and they'd have to wait until Aldgate! Justice done I thought.
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Post by t697 on Jul 15, 2019 6:32:14 GMT
Hammersmith (District & Piccadilly) looking east perhaps for the main picture? And might the left inset be at Newcastle?
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Post by t697 on Jul 14, 2019 18:06:15 GMT
Isn't picture C actually from a Jubilee line train? It certainly seems to be on the Jubilee track which Met line can no longer run on, and the window surround looks more like 96TS to me.
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Post by t697 on Jul 13, 2019 7:51:28 GMT
Rickmansworth North Sidings?
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Post by t697 on Jul 5, 2019 5:35:14 GMT
The ride in the DM car ends must indeed be marginally worse than other car ends, but whilst you may be able to instrument and record that difference, I doubt that the majority of passengers could tell the difference in a blind test. In any case I am pretty sure it still passed the relevant type test. I ride at the car ends sometimes and it hasn't bothered me.
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Post by t697 on Jun 30, 2019 17:06:20 GMT
Is Boston Manor available on train to select as a destination I wonder?
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Post by t697 on Jun 29, 2019 9:12:27 GMT
South Acton is the only one of the four to include the nom de guerre of a Bronte sister... Whatever the right answer, it should be the Bronte one instead! Brilliant.
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Post by t697 on Jun 29, 2019 9:06:23 GMT
Does anyone know why the eastbound train describers at stations near the Hammersmith end of the HC&C line are so intermittent? Very occasionally they show an actual destination and time, but more often say 'check front of train', or the hugely useful 'Hammersmith and City Eastbound'. The westbound indicators seem to work well (although it's not the most difficult of jobs getting the destination correct). The default to "Check front of train" is used widely on LUL platform DMIs when things go wrong. A suggestion to fit the trains with a destination of "Check platform indicator" wasn't popular... Sorry, back to the topic.
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Post by t697 on Jun 26, 2019 18:14:14 GMT
No 'e' in South Acton. All the others have 'e'.
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Post by t697 on Jun 26, 2019 5:13:03 GMT
This is a word one, you don't need to know anything about the actual locations. Well the original question doesn't mention any odd one out, that was only mentioned later. The original question also mentions 'four main ones' which is odd. If there is an odd one it seems to be reduced to North Wembley or South Acton. North Wembley is the only one with the second part starting with a letter alphabetically after the letter of the associated compass point and abbreviated is itself a direction. Ec, SA, WS, NW.
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Post by t697 on Jun 25, 2019 19:41:30 GMT
Not favouring West Silvertown, but from the information and pictures in the thread it's the only one with no brickwork. Sure that's unlikely to be the answer but...
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Post by t697 on Jun 25, 2019 17:15:50 GMT
West Silvertown is the only one with the railway and platforms above street level. Also the only one first opened in the 21st century. South Acton is the only one that used to have a London Transport (now LUL) service but doesn't now. Tricky, I'm sure we can find something to make each of them the odd one out!
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Post by t697 on Jun 24, 2019 21:46:16 GMT
+1 for South Acton, although it's changed a lot since last time I used it! So the odd one out is West Silvertown which is in East London, all the others in West London.
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Post by t697 on Jun 24, 2019 20:03:11 GMT
B is not Kenton, but you're not far away. The image is unmodified. Looks like it could be North Wembley. So is the link the four compass points? Meaning that D should include 'south'.
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Post by t697 on Jun 21, 2019 20:09:23 GMT
As of this week the last train has returned from ATC installation in Derby and for the first time ever, all 192 S stock trains are in London.
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Post by t697 on Jun 21, 2019 20:04:31 GMT
Wrong platform number for Rayners. How about Eastcote?
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Post by t697 on Jun 9, 2019 12:02:01 GMT
S stock does handle low voltages properly. But once the car is 'gapped' there's no energy to keep it motoring! Also, once it's above about 20km/h there is a feature to stop each pair of cars motoring in turn at the appropriate position along the track after the first car detected a gap, thus reducing shoegear arcs on subsequent shoegear sets.
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Post by t697 on Jun 8, 2019 16:12:44 GMT
The DC Sectionalisation Gaps are near to Northwood Sub-Station which is much closer to Northwood Hills. I think the current rail gaps just south of Northwood are just associated with the crossover points and the points leading off into the siding. OP describes "lack of traction" so may be they meant poor adhesion and wheelspin instead? If so, may be rail head contamination from grease at the points mechanisms?
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Post by t697 on Jun 8, 2019 9:33:04 GMT
That other image that you've revealed is definitely not Holloway Road! Although when you click on it the completely different image that opens is what I presume really is of Holloway Road.
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Post by t697 on Jun 6, 2019 18:54:05 GMT
+1 for Willesden Green - Kilburn. You can also see the TBTC signalling loop cables on the two middle (Jubilee) LUL tracks and of course not on the Met tracks.
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Post by t697 on May 20, 2019 17:03:06 GMT
Not surprising; they may well use the same compressors as the Bombardier Movia, the family to which the S Stock belongs. I wonder whether they are the same general type... How many compressors do Class 345 trains have? Two is barely enough on S stock once the compressors are coming due for overhaul and their efficiency goes down.
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Post by t697 on May 19, 2019 7:28:01 GMT
Southgate
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Post by t697 on May 12, 2019 21:35:19 GMT
It's not about the driveability of S stock using the Traction/Brake Controller. That gives very good fine control at least as good and maybe better than the A stock. The driver of that train in the video was very probably standing up to view the signal down in the six-foot. Viewing angles seated in an S stock are nowhere near as good and that's one reason why most drivers wouldn't run so close up to the signal before it cleared. Also if that signal had not cleared as the driver probably anticipated by viewing where the train ahead had got to, they would have got tripped. Skilled judgment, but not quite as trained!
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Post by t697 on May 12, 2019 18:01:33 GMT
And it doesn't need a train length gap because LUL trains, at least those built since 1938, don't have any connections between the shoes of one car and the shoes of another. Just need the gap longer than the shoe span in one car.
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Post by t697 on May 12, 2019 17:55:08 GMT
CBTC testing in SMA3 this weekend is seeing trains using platform 2 at Tower Hill from both directions and movements. Also Farringdon-King’s Cross, which under conventional tripcock signalling is maximum 40mph, running at 52mph under CBTC. I do believe reading on here though that the northern circle, when last resignalled, was done with 40tph throughput in mind. I suppose the question is which is more useful or practical for a central london stretch, lower speed but higher frequency, or higher speed but lower frequency. Anyone have evidence to support 40tph on the previous North Circle signalling? Sound unlikely to me. Primarily because of the flat junctions, even allowing for shorter trains like C stock and back in the 50's 5 car O/P stock. I've not heard of better than nominal 90 second headways on legacy signalling anywhere on LUL and although that equates to 40tph, you need some recovery margin to operate a practical and reliable service. Years ago there was a rule of thumb about 90 second headways to operate a 2 minute service frequency.
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Post by t697 on May 7, 2019 19:17:00 GMT
Sorry to be technically illiterate. What would happen if you ran a train with motors designed for 630V on a 750 supply? I see there are several answers about motoring performance already. On a typical older LUL train, yes it will go faster. The resistor grading on notches won't be ideal and the transition from Series to Parallel notching won't be as smooth.
But don't forget there are several auxiliaries fed from the traction supply. On a typical older LUL train; Motor Alternators to provide low voltage supplies and battery charging, Air compressors, Saloon and Cab heaters, Retrofitted Static Inverter to power cab air cooling. 1973TS and 1972TS have not had some or all of these systems made suitable for extended operation on 750V/890V.
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Post by t697 on May 4, 2019 16:54:53 GMT
No-one mentioned 30th April was 40th anniversary of the official opening to Charing Cross. Unlike the Vic line which did its first 40 years with one fleet, the Jubilee is now on its 3rd fleet (72TS, 83TS, 96TS), not counting the weekend or so mentioned on this site a while ago when Willesden Green - Charing Cross it was run with 59TS from the Bakerloo.
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Post by t697 on May 4, 2019 16:30:36 GMT
I seem to recall the inner sections were around nominal 660V and measurements of around 700V at Wimbledon on old LUL trains some years ago. I think it has now been raised and of course both LUL S stock and other modern trains on the NR tracks have Regen braking pushing the voltage up to about 900V or just under. The RAT train has had some modifications to keep it running OK with these voltages, regular D stocks didn't.
Probably training standardised on a nominal 750V DC for simplicity.
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Post by t697 on May 4, 2019 7:45:34 GMT
I thought I understood "weak field", but maybe not. (I may be a physicist but some electromagnetic phenomena still seem like black magic). Doesn't it reduce the back-emf, thus improving maximum speed at the expense of low-down acceleration? If so, why would you take it out when the train is now to be used on services with much longer distances between stops? Because of the added weight, and speed limit reduction when it is in use laying sandite. Other reasons were; - Better matching of speed capability to legacy signal overlaps on some parts of its route availability. - Reduction in the risk of motor flashover at high speed with weak field, especially on the now 750V supplied parts of the Met line. And sorry, I know this is a little off thread as the RAT is not a Vivarail D train!
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