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Post by t697 on Sept 28, 2023 14:43:55 GMT
I imagine that level of flexibility will have been rationalised-out by now. Yes, Jubilee line TBTC with no trainstops is the hurdle. Not sure that's actually 'rationalisation' though.
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Post by t697 on Sept 27, 2023 16:51:07 GMT
1st world issue I feel. If your phone is prone to running out of battery, you could carry a battery pack and lead...
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Post by t697 on Sept 27, 2023 16:49:03 GMT
I think the incident linked involved inadequate briefing/familiarisation about the actual site rather than the general principles etc. Unawareness that the 3rd track alongside the Met Main is bi-directional as it is the Chesham branch running alongside the main for quite a distance.
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Post by t697 on Sept 27, 2023 16:41:17 GMT
... new trains which are to follow on from the Picc build. They will need less servicing, and could do this at Northfields, transferring to and from Ruislip depot via Acton under their own power, but would need battery locos to and from the Bakerloo. Since they cannot be split, will this make the consist too long? The Picc will have stabling for a larger fleet for 36tph after line resignalling, but that order will await financing, leaving spare roads at both depots until then. Why would you need battery locos? There are special arrangements in place to transfer 72TS to/from the Bakerloo over the Jubilee. Similar will be needed for Bakerloo over Met when CBTC is commissioned, but not significantly different. I do agree that doing this regularly enough to support a Bakerloo size fleet without its own depot for any length of time seems somewhat impracticable though, with or without battery locos.
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Post by t697 on Sept 21, 2023 16:37:50 GMT
What will the swimming pool roads do? Isn't this a question more about what 24TS maintenance is to be done on these roads than simply "what is a swimming pool road", which I expect the majority on here already know from many other threads over time?
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Post by t697 on Sept 21, 2023 16:20:43 GMT
It is the normal size font for such an additional message. I agree it is rather small and easy to miss. There are lots of quite big banners at station platforms though.
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Post by t697 on Sept 21, 2023 16:16:32 GMT
Those old 8 car trains were around 128 - 130m long. The current 7 car 96TS with longer individual cars is about 126m long. Not too difficult to fit in older 8 car trains crew operated, with the driver's cab possibly at the extreme end of the platform and the Guard's position at the non-cab end of the last car. If one looks at end barrier positions today there is usually space to imagine repositioning them for such a train or having the headwall/tailwall provide that function.
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Post by t697 on Sept 9, 2023 8:31:30 GMT
Watford North Curve junction with Met Main. 38TS run today?
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Post by t697 on Sept 5, 2023 19:23:52 GMT
Hmm, I thought most of the tube lines were still 660v (don't know why, that's just stuck in my head). A 20% difference would be another line compatibility over any signaling differences; how would they get to Neasdon, then? (Assuming the J is 750, not 660.) Jubilee is nominal 630V with 790V Regen with the current 1996TS trains. They are not rated for 890V. But a 750/890V train built to LU standards will also work on 630V supply at lower performance and the spec also normally requires means to reduce Regen voltage as necessary. S stock has 3 Regen levels, switchable as commanded from trackside beacons or the ATC.
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Post by t697 on Sept 5, 2023 19:18:17 GMT
Central line traction supply was upgraded for 92TS to cater for the higher performance compared to 62TS that the ATC re-signalling enabled. But this wasn't a 750V upgrade.
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Post by t697 on Sept 5, 2023 16:12:14 GMT
Viaduct east of South Harrow on the Piccadilly Line ? West of?
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Post by t697 on Sept 5, 2023 16:09:10 GMT
For the last few weeks the Museum of London message has been suppressed using the 'Replace' facility in the 'Real Time Disruption Messaging' facility. When did you last experience the message? A limitation in this case is that although the replacement message is silent in the audio, the minimum possible visual message is a single full stop. Therefore the station approach shows; The next station is Barbican. .
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Post by t697 on Sept 2, 2023 16:22:44 GMT
Had the same thing happen on the Central back in the day,train failed to trip applying the rule,the chamber at the top of the tripcock had worked loose.Chap that signed it off as tested demoted to cleaner for two years. I don't know how often that failure mode happened but I recall doing the engineering investigation for what could well have been this same incident. Units had just been reformed with a middle cab becoming an end cab. Middle tripcocks are isolated from the Train Line (Brake Pipe) and should be latched up so they don't keep striking trainstops that rise as the front of the train drops the next track circuit. It appeared this hadn't been done or the latch was defective and the continued battering caused the bolts holding the valve to the top of the main body to stretch so the cam inside wouldn't open the valve. This led to a requirement to use better grade bolts. Suspicion was a well meaning bean counter had changed spec and supplier! However as already mentioned above, the reform test should have tested the tripcock and it seems that wasn't done, which would have revealed the fault and stopped the train entering service. Overall one less hazard on fleets without middle cabs. I suppose we must thank the signal failure for revealing the fault before the tripcock was called on to provide real protection...
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Post by t697 on Sept 2, 2023 16:05:36 GMT
Since the autumn a few years ago when a big proportion of 73TS were stopped with flatted wheels there have been several initiatives to ameliorate things including their own RAT dispensing Sandite in leaf fall areas and better diagnosis and rectification of braking issues. I think also training on defensive driving has improved and this may result in more cautious station approaches than in some earlier years. The 73TS available service brake rate is basically the same as all the other LUL fleets. There are only 4 discrete steps though so it is not as finely graduable as on more recent fleets.
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Post by t697 on Aug 21, 2023 18:47:56 GMT
Only just noticed the above after 6 months! Yes, the Westinghouse ATO units were fitted and just provided the PED control and PEDs Closed proving to the train, along with the station ID to allow the CIS to make the right announcements. Track/Train communication was by so-called PAC loops at the stations. These functions were transferred to the Thales Seltrac TBTC when it was commissioned and some time later, the redundant train equipment removed.
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Post by t697 on Aug 13, 2023 20:56:04 GMT
Brake performance of the new trains will match the 73TS which was already up to current standard. Mostly limited by practicable wheel/rail adhesion. The new train should have a good modern WSP (slip control) that should be a great advantage in the open and no real difference at KX! As mentioned, the initial Interrunning motoring performance will have been defined so as to be compatible with the signal overlaps and while initial acceleration for the first few metres might be a little better within that constraint, it won't be much different. 73TS is quite accelerative from standstill already. The most significant factor for the time being is that with 'legacy' signalling, the trains are still manually driven so there is variability on the run-in to stations on the brake profile used by different drivers or even the the same driver on different trips.
Signalling tweaks that encourage consistent driving might be a thing? And maybe the all double doors will take a few seconds off the average dwell time. Also no middle cabs on any 24TS. A middle cab is one less passenger doorway.
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Post by t697 on Aug 12, 2023 18:48:05 GMT
External destination display must be new, the current ones don't have fine enough pixel (individual LED) resolution to do the upper and lower case characters shown. A bit small on height but I guess it wasn't practicable to make the aperture taller. Usually that sort of thing is limited by existing internal structure.
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Post by t697 on Aug 5, 2023 13:56:11 GMT
Is A at Westferry Circus?
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Post by t697 on Aug 3, 2023 15:32:45 GMT
And since this might drift on to shoe fuses on bus-lined arrangements, there are several analyses that show it's difficult or impossible to provide proper discrimination between fault and non-fault current scenarios.
I understand the Burney mention now - clutch and gearbox at opposite ends being the key one I guess. Helped with weight distribution or something like that I guess.
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Post by t697 on Aug 2, 2023 15:45:08 GMT
You can manually drive the TBTC and CBTC lines' trains at line speed. Happy to acknowledge it may not be as easy as on the Central line and hence less easy to sustain the timetable.
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Post by t697 on Aug 2, 2023 15:19:44 GMT
I wasn't sure what the Burney reference alludes to. Anyway though, there is precedent for fault rated circuit breaker protected high power, highish voltage cables between cars with Central line 92TS. There the 'B' cars' motors are fed from the coupled shoegear car and the motor field circuit goes around all 8 motors on the two cars.
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Post by t697 on Jul 21, 2023 20:38:32 GMT
The doors have to be somewhere! I am informed that SDO and OPO CCTV have been carefully thought through for both these rolling stocks. Fitting of PEDs does give any operator an issue when the time comes later for the next stock renewal. But I guess London's first experience of this will be when the Jubilee fleet renewal comes around. I seem to recall an old thread speculating how that will go...
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Post by t697 on Jul 21, 2023 15:26:49 GMT
The inside framed bogies and the blue of the bodyside not going as low as the floor at the doorways gives it a rather tip-toed look at the moment. I guess we'll get used to it. On a more careful look at the photo I think the body side has a tuck inwards towards the bottom of the blue area. Trick of the light.
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Post by t697 on Jul 20, 2023 18:30:36 GMT
Thanks for the new links. The intermediate ends seem slightly reminiscent of some Tube cars of the 1920s if you ignore the gangway bellows. And of course we've had lots of comments about small windows earlier through this thread.
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Post by t697 on Jul 20, 2023 12:24:45 GMT
The pictures don't seem to have working links for me. On the '71' thing, first trains on test are often retained as test vehicles for a long while after production ones start delivery. Perhaps this has been recognised and the number reflects a plan for it being 'refreshed' after the test programme before delivery?
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Post by t697 on Jul 14, 2023 15:29:47 GMT
District line related perhaps?
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Post by t697 on Jul 11, 2023 5:03:59 GMT
Location A - Chalfont & Latimer station.
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Post by t697 on Jul 7, 2023 15:43:08 GMT
Possibly the current announcement sequence doesn't comply with RVAR or perhaps the current TfL/LUL aspirations for content. Quite likely there wasn't a full set of existing audio files to achieve that with the original artiste. Or perhaps the relatively small Bakerloo line fleet gives a convenient opportunity to try adding some variety to the LUL system, this time with a male voice.
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Post by t697 on Jul 3, 2023 5:18:18 GMT
B - Watford Junction?
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Post by t697 on Jun 30, 2023 14:36:08 GMT
I have a vague recollection that some cabs may have been repainted in the cornflower blue used in D78 cabs. Or was that done to all 67TS on refurb? Not sure about console indications. Perhaps a trial of LEDs replacing filament lamps? Perhaps this will jog someone else's memory.
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