They are a guide to the Train Operator as to how far out of a platform their train is. If the cab has stopped beside the "2" marker, then the train is approximately 2 cars out of station limits.
Their most common use is as a guide, should a passenger alarm be operated. If the train is likely to be fully out of station limits by the time the train can be stopped, the Train Operator may continue to the next station.
Note the words "guide" and "may continue." Common sense and/or circumstances at the time may dictate a different outcome.
In the old [10ish years ago] days there used to be [!] markers that did a similar job I think.
Introduced in 1999. Before that, there was a white board with an exclamation mark where the last car marker now is. Infact if you travel on a northbound bakerloo line train, just before Wembley Central if you look at the southbound line youl see one of them still there, bent towards the ground. I pay attention to tiny details far too much
They are a guide to the Train Operator as to how far out of a platform their train is. If the cab has stopped beside the "2" marker, then the train is approximately 2 cars out of station limits.
Their most common use is as a guide, should a passenger alarm be operated. If the train is likely to be fully out of station limits by the time the train can be stopped, the Train Operator may continue to the next station.
Note the words "guide" and "may continue." Common sense and/or circumstances at the time may dictate a different outcome.
On a 95 stock (and presumably 96 stock - not so sure about 09/S stock) there's a timer which starts after the train doors are closed. If a PEA is operated during this time, which I think is approx 16 seconds, the brakes will apply. This can be over-riden by the Train Operator, but it means operating a sealed cut-out switch, so in practice the train will come to a stand even if outside the station limits.
Their most common use is as a guide, should a passenger alarm be operated. If the train is likely to be fully out of station limits by the time the train can be stopped, the Train Operator may continue to the next station.
Note the words "guide" and "may continue." Common sense and/or circumstances at the time may dictate a different outcome.
Not quite correct I'm afraid!!
If the alarm is operated before the last car marker, the train is stopped and the alarm is dealt with there and then - it was operated within station limits and that is that.
Their most common use is as a guide, should a passenger alarm be operated. If the train is likely to be fully out of station limits by the time the train can be stopped, the Train Operator may continue to the next station.
Note the words "guide" and "may continue." Common sense and/or circumstances at the time may dictate a different outcome.
Not quite correct I'm afraid!!
If the alarm is operated before the last car marker, the train is stopped and the alarm is dealt with there and then - it was operated within station limits and that is that.
You've never been bullied into continuing on then? and further had a controller use the CCTV to say its safe to depart?
Their most common use is as a guide, should a passenger alarm be operated. If the train is likely to be fully out of station limits by the time the train can be stopped, the Train Operator may continue to the next station.
Note the words "guide" and "may continue." Common sense and/or circumstances at the time may dictate a different outcome.
Not quite correct I'm afraid!!
If the alarm is operated before the last car marker, the train is stopped and the alarm is dealt with there and then - it was operated within station limits and that is that.
So you've left a station into a single-track tube tunnel, and have quickly accelerated and about 5 feet before the last car marker the alarm goes off. What chances do you stand of stopping with any part of the train still in the station, with help being easily available.
It is why I emphasised the words "guide" and "may continue" and it is why I said it would depend on common sense or circumstances at the time.
Ok, so somebody on the platform slips and goes down in the gap between the last two cars; someone on the train see's what happens and operates the pass alarm..........you as the driver thinks to yourself "I won't stop before the last car mark so I'll just carry on".....
I can see a coroner having you up on a manslaughter charge at the very least.
It's not about where the train comes to a stop - if any part of the train is in the platform when the handle goes down, it must be dealt with there & then regardless. Anyone who carries on with a handle pulled in station limits is a fool and will potentially land themselves in so much brown stuff.........well I wouldn't fancy putting myself in that position.
I "think" we're talking slightly at cross-purposes. I can fully appreciate and agree with what you are saying, however I think we're getting confused about me mentioning they are a "guide", and the position of the train when operated "may" mean the train will continue to the next station (but this will mean the train coming to a stand and communication (however that may be) being reached between the driver and whoever has operated the alarm.)
I was (unsuccessfully) coming from the angle of assistance being provided in relation to the countdown markers, rather than the actual actions of the driver. More answering what the markers are for (as the OP has asked) rather than how drivers are meant to react. When I said you would be unlikely to stop before the train was fully out of the station, I didn't mean to imply that the train simply would not stop until the next station.
Hopefully that's clarified things and got me off that manslaughter charge
The numbers used to be in Johnston font on a light blue background. However in many places on the uxbridge branch the plates have been covered with a sticker which has the number in a different font (ariel possibly?) on a darker blue background. Does anyone know why this has happened?
Probably to cover the vandalised (graffiti) original signs. Quicker and easier then cleaning. It's what they're doing with the speed restriction signs.
All the numbers, which I had a hand in at the time, were in New Johnston. As has been (rightly) said, damaged numbers have been replaced, often with numbers not in New Johnston. This began happening once Metronet and Tube Lines began to make their mark. Perhaps LU/TfL (or whoever), wouldn´t let them have the TfL font??
Going off topic, but relevant, is that "some" of the Central Line´s 1992 Stock cars that were repaired at Crewe also don´t have New Johnston numbers on the front solebar (hite on grey), for the same reason. 91225 is an example - there are others.
They are a guide to the Train Operator as to how far out of a platform their train is. If the cab has stopped beside the "2" marker, then the train is approximately 2 cars out of station limits.
Their most common use is as a guide, should a passenger alarm be operated. If the train is likely to be fully out of station limits by the time the train can be stopped, the Train Operator may continue to the next station.
Note the words "guide" and "may continue." Common sense and/or circumstances at the time may dictate a different outcome.
On a 95 stock (and presumably 96 stock - not so sure about 09/S stock) there's a timer which starts after the train doors are closed. If a PEA is operated during this time, which I think is approx 16 seconds, the brakes will apply. This can be over-riden by the Train Operator, but it means operating a sealed cut-out switch, so in practice the train will come to a stand even if outside the station limits.
On 09 Stock it operates differently depending whether the train is in auto or manual. In auto, the pea (and sensitive edge) brakes are overridden when the ATO considers that the 8 car marker has been passed. If there is a PEA or sensitive edge within the 8 cars, the emergency brake applies, if it is outside it will continue in auto to the next station. In Manual modes, the Emergency Brake always applies, but can be overridden by the operator.
All the numbers, which I had a hand in at the time, were in New Johnston. As has been (rightly) said, damaged numbers have been replaced, often with numbers not in New Johnston. This began happening once Metronet and Tube Lines began to make their mark. Perhaps LU/TfL (or whoever), wouldn´t let them have the TfL font??
When we acted as a contractor we were given full access to the design standards, including contact details for getting New Johnston. I suspect the Metronet/Tube Lines people couldn't be bothered and LU didn't care! Or possibly that the contract didn't specify using New Johnston so nothing could be done, other than LU themselves paying for re-signing...
