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Post by Geoffram on Mar 6, 2012 7:51:33 GMT
I've noticed that a train has to be practically outside the platforms at Golders Green (Southbound) before its description comes up. Frequently, Morden via Charing Cross is displayed when it should be Kennington. Also, if the train is held for any reason in the platform, the description disappears after a certain time, so that passengers who just arrive on the platform have no idea until they get on to the train which branch it's going down. And, when the middle road has a train in it as well, there's no 'first train' indicator and the train ops don't always give you any help in this respect. Small details, I know, but it's a pity some thought couldn't be given to correcting these annoyances.
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kabsonline
Best SSL Train: S Stock Best Tube Train: 92 Stock
Posts: 686
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Post by kabsonline on Mar 6, 2012 12:36:08 GMT
Are they old or dot matrix? If there old like the ones at HotH then it could just be there age  |
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Post by superteacher on Mar 6, 2012 19:44:58 GMT
But surely the Northern line describers are run from the PTI system. At Hampstead southbound, trains can be shown when 15 mins away i.e. when they are still at Edgware. So why can't Golders Green be the same?
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Post by Tomcakes on Mar 6, 2012 21:05:47 GMT
The ones on the Barnet branch can show some completely loopy things at times. For instance,
1 MORDEN VIA BANK 10 MINS
2 KENNINGTON VIA CHX 2 MINS
3 MORDEN VIA BANK 5 MINS
frequently they give up and resort to "Check destination blind". A few months ago I saw, at East Finchley, "EUSTON VIA BANK" which was quite strange!
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Post by superteacher on Mar 6, 2012 22:21:13 GMT
The ones on the Barnet branch can show some completely loopy things at times. For instance, 1 MORDEN VIA BANK 10 MINS 2 KENNINGTON VIA CHX 2 MINS 3 MORDEN VIA BANK 5 MINS frequently they give up and resort to "Check destination blind". A few months ago I saw, at East Finchley, "EUSTON VIA BANK" which was quite strange! They used to say "Euston - not stopping at Mornington Crescent" for trains reversing at Euston city branch. The 1995 stock show "Euston via Bank" for southbound trains terminating at Euston, which I've always found strange as they never actually go through Bank to get there! Of course, they do if travelling northbound. The 59 / 72 stock used to display "Special" for southbound trains terminating at Euston. Not sure if they had "Euston via Bank" on the blind. |
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Chris M
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Post by Chris M on Mar 7, 2012 1:35:12 GMT
"Euston - Bank branch", which is what the on-train announcements call the station in question, would be a simple and accurate destination.
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Post by norbitonflyer on Mar 7, 2012 11:02:58 GMT
"Euston - Bank branch", which is what the on-train announcements call the station in question, would be a simple and accurate destination. Even that is superfluous and potentially confusing as the train isn't going to Bank - either " Euston - not stopping at Mornington Crescent" or just " Euston", with announcements made at Camden Town that the train is for Euston only - after all, the best option for any passengers for the Cres is to take that train and change at Camden Town |
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North End
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Post by North End on Mar 7, 2012 16:11:05 GMT
But surely the Northern line describers are run from the PTI system. At Hampstead southbound, trains can be shown when 15 mins away i.e. when they are still at Edgware. So why can't Golders Green be the same? PTI is a very old system and AFAIK not that much more sophisticated than the use of track circuits except that it gives a more detailed location of a train. I have never really had much to do with it but my recollection is that it is simply another form of train detection based in reality on assumption that trains are running to the programmed timetable. That is to say that the train itself AFAIR had no actual unique communication with any trackside equipment. Now the old Storno train radio systems could say with some certainty that they were located within a train radio section but without corroboration from signalling circuitry that could be anywhere between a pair of base stations and that could be up to 6km distance. That particular feature of train radio which passed the unique identity of the train radio junction unit (one per cab) upon request from a TQ card at the control complex was never utilised except by radio linemen localising train radio faults! No doubt someone who has a detailed knowledge of Northern Line PTI will be able to explain it. The PTI system is linked to a computer system (1980s!!) which can make train listing predictions. I can't recall if these listings are made for every platform, or just key locations. In the DMT offices at East Finchley and Golders Green there is a computer keyboard/printer which allows various things to be requested, e.g. train listings (for certain station platforms and also certain locations e.g. key signals). You can also ask where was a particular train at a certain time. I don't have detailed documentation to hand, but I *suspect* the issue at Golders Green P5 is that there is the possibility of trains being routed into the middle platform, or for trains to be worked ex depot and then reversed to run south. 1x train is booked to do exactly that in the early morning. It seems likely the computer is not clever enough to be able to predict/make adjustments for these possibility. At Hampstead, if the listings change due to moves taking place at Golders Green, then a correction message would appear on the DMI. The other possibility is that the describers at GG are still linked to the old TD system, which is itself fed from the PTI. |
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Post by coyote on Mar 7, 2012 17:09:38 GMT
But surely the Northern line describers are run from the PTI system. At Hampstead southbound, trains can be shown when 15 mins away i.e. when they are still at Edgware. So why can't Golders Green be the same? PTI is a very old system and AFAIK not that much more sophisticated than the use of track circuits except that it gives a more detailed location of a train. I have never really had much to do with it but my recollection is that it is simply another form of train detection based in reality on assumption that trains are running to the programmed timetable. That is to say that the train itself AFAIR had no actual unique communication with any trackside equipment. 95khz pulses from track loop, switched on by track circuit operation. Train replies with message using 90 and 100khz pulses to indicate destination, train number etc. |
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