can the Jubilee line drive manual on sundays?

it is that, but it didn't stop one Motorman in the early days of the Vic from opening the M door, climbing down to use a signal phone, only for the train to go, leaving him in the tunnel.... Hence the interlocks these days....

What happened to the chap afterwards, aside from his nerves taking a serious bash!

It was the NB home at Seven Sisters.

Unless the deadmans was isolated, I don't see how that is possible.

Jubilee ATO definitely requires drivers door to be shut to motor. Not sure about PM mode?

Coded manual more common on Central because the ATO is a black box of its own, and the ATP (safety bit) is a seperate black box, so you can get a failure of ATO but the ATP bit is still fine to drive manually with.

TBTC is in effect a single combined ATP/ATO box, and the nature of the beast is most failures are ATP related not ATO - that bit is a small proportion of the black box that rarely goes wrong as I understand it.

It was theorised that they would help cut down noise in the tunnels. Slightly prefferential to asbestos cladding!!

I think the general rule is ATO only.

Regards,

Dan

I think the role of the train operator on the Jubilee / Victoria lines is closer to the role of CSA on the DLR.

Apart from the fact that a T/Op gets to hide at the front of the train all the time, doesn't have to answer questions from passengers in the middle of doing their job, check tickets, issue Penalty Fares, get threatened, get assaulted or get asked 'Is that all you do, close the doors?'

Oh, and PSAs get paid around 10k less.

Drivers are getting plenty of practice driving in PM with daily track walks going on, so no need for PM driving on Sunday. Trains go into PM mode with people on the track.

There is no point because it is highly likely that at some point during each month the Train Operator will have to drive in PM mode when there are workers trackside. The Operators loved it when ATO was introduced, but I think they are getting a little bored now with not driving, although the teething problems with the system mean they do get to drive every so often.

It would cost inordinate amounts of money to convert the cabs because there is a lot of equipment (including the VOBC and power supply) in the cab back wall.

Regards,

Dan

Not that this is really on-topic, but I strongly disagree with you. You will get a better service running ATO above ground if you're doing it in the tunnels, otherwise you're impeding capacity. It isn't an NR service at like 10tph on a good stretch, we're talking over 30tph when complete hopefully.

Admin Comment:

If you wish to propose ideas, please do so in the proper area - that being the Railway Ideas, Proposals and Suggestions area.

In PM mode the Operator drives the train according to the instructions on the TOD (Train Operators Display). For station stops it will tell the Operator where the stop point is for every station and the target speed will decrease as that stop point approaches. The Operator must control the speed according to those indications on the TOD. If the target point is exceeded or the speed indicates that it will be exceeded then the emergency brake automatically applies.

When it is wet we have a system for reducing the brake rate appropriately, which is applied by the Control Centre staff at Neasden.

Regards,

Dan