Acronym Expansion

That's the kiddie - there is one other instance of the "wrong" acronym anywhere on here, and it isn't expanded!

Ta muchly.

... and you'd think that after 10+ years of collecting rail-related terminology I'd have worked the obvious out as well! If it's any consolation, a certain Infrastructure Controller's official glossary gives both PMTV and SMTV (primary and secondary means of vertical transportation) - it's easily done, it seems.

I'm sure a Northern line T/Op could explain more, but yes, as explained partially in this thread, that's basically it.

Nowadays the TBTC - even in PM - helps, as I understand it, to ensure an accurate stop. If the train has stopped accurately, this is displayed on the Train Operator's Display. More here.

Back in the day, of course, the stopping boards were the primary guide - and they were just a guide, or so I'm told. Route knowledge and the boards were all you had to help you stop in the right place and the CSDE would make sure you had done so. (I don't know whether CSDE is still used post-TBTC, I would imagine it is).

Both pre- and post-TBTC (I gather) if you miss the stopping mark and CSDE (and/or TBTC) does not let you open the doors, you can operate the End Door Cut-Out on the appropriate side. This cuts out the front doors and prevents them from opening, which means that all other doors can be safely opened, even if you've quite substantially missed the stopping mark - very handy, as you can imagine. Nice feature.

At each platform there is a blue FDCO board, followed by another blue FDCO limit board. If you miss the perfect stopping mark just a bit, I imagine it's fine, obviously there's always some leeway. I couldn't tell you at which point the FDCO becomes necessary with respect to the first FDCO board, but it probably depends on the platform. Either way, should you completely overshoot the CSDE (or whatever the TBTC equivalent is if CSDE has been obsoleted), you'll probably need to use the end door cut-out switch. If you stop anywhere before the FDCO limit, you can use the end door cut-out and just open up as normal. If you pass the FDCO limit board, then obviously the other over-run procedures kick in - setting back or continuing to the next station.

There's a nice picture and a little more info here in this quiz post.

Edit: I've just read something which suggests that - these days at least - if you have passed the stopping mark and can still see the FDCO board, you do not need to use the end door cut-out, but can simply use the standard CSDE over-ride procedure and open up using the backwall door control panel (as explained in more detail here). If you pass the FDCO board, but have stopped before the FDCO limit board, then you use the end door cut-out switch. If you pass both, then the over-run procedures kick in. I gather that even when between the FDCO and FDCO limit boards and when using the end door cut-out switch, you still have to over-ride the CSDE and go through the whole procedure. At least, that's what I've heard.

Transmission-based train control (just to give something back ...)

I suppose that you could compare the ATO to being an automatic driver, and the TBTC being the signalling safety system (so the modern version of colour light signals and trainstops)

Plenty of S Stock ones too:

ACEIC ......... Auto Coupler Emergency Isolating Cock
ACM ............ Auxiliary Converter Module
APS ............. Automatic Performance Switching
BGV ............ Brake Gateway Valve
BIC .............. Brake Isolation Cock
CAN ............ Controlled Area Network
CCTV ........... Closed Circuit Television
CEAP ............ Cab External Access Panel
CED ............ Cab Egress Device
CIS .............. Customer Information System
COP ............. Correct Operation Protection
CSDE ............ Correct Side Door Enable
DCV ............. Door Closed Visual
DISI .............. Defective In Service Instructions
EAD .............. External Access Device
ECIC ............. Emergency Coupling Isolating Cock
EDCU ........... Electronic Door Control Unit
HVAC ........... Heating Ventilation & Air Conditioning
HSCB ............. High Speed Circuit Breaker
M .................. Motor car
M1 ................ Motor 1 car
M2 ................ Motor 2 car
MCBs ............. Miniature Circuit Breakers
MCM .............. Motor Converter Module
MCS ............... Master Control Switch
MS ................. Motor Shoegear car
MLIC .............. Main Line Isolating Cock
ODIL .............. Outside Door Indicator Light
OPO ............... One Person Operated
PA .................. Public Address
PEA ................ Passenger Emergency Alarm
PEAB .............. Passenger Emergency Alarm Brake
PEAW ............. Passenger Emergency Alarm Wheelchair
PTI ................. Platform Train interface
RFID .............. Radio Frequency Identification
PWM ............... Pulse Width Modulation
RM ................. Restricted Manual
SCD ................ Short Circuiting Device
SDO ................ Selective Door Operation
SED ................. Staff Egress Device
SID .................. Signalling Interface Display
TBC..................Traction Brake Controller
TCMS .............. Train Control Management System
TM ...................Tripcock Manual
WSP ..................Wheel Slide Protection

(all to be learnt on first day!)

Try looking at a military publication - SMA! (so many acronyms)

That is confusing. I can't think of another PWM on the train, maybe permanent way maintainace. PWM anyway is essentially varying (modulating) the time (width) if an electrical current (pulse) which is used to vary the speed of things. Eg in a modern computer, the fans will be speed controlled by this method, lower pulse lower speed and vice versa. I'm not sure what it would be used for in the S stock, I doubt it is the motors, as I they are AC motors (requiring a proper ac waveform as opposed to DC pulses like the 92TS).

I've got another one: SIGAS. Stop Identification Geographic Along ... ?