SSR Resignalling

No.

Although the underlying signalling system is the same (Thales Seltrac) the exact configuration is inherently different; the Jubilee (and Northern) line uses Transmission Based Train Control, which is induction based using the red cable loops you see between the running rails.

The SSR will use Communications Based Train Control, a radio-based system using trackside bases. The first of these can be clearly seen on the Hammersmith branch.

Additionally, because of how the systems work different profiles have to be loaded into the system in terms of acceleration and braking rates (and more) - these won't exist for the 96TS or S stock on the other systems and would be costly to implement. My understanding is that the mixed-mode area around Neasden depot is one of many areas that need some consideration to ensure that the two systems are compatible.

The aerials on top of the cabs are to pick up the trackside antennas, underneath the train there will also be equipment to read the tags which are being installed across SSL.

It was certainly more successful than the other night - by the time I left on Saturday two trains had been operating under CBTC simultaneously (just) with the Cabin switched out. I believe that things got more successful as the weekend went on.

I'm refusing to believe it happened, mind...!

Photographic proof, on the other hand.

Why can't they proceed with the tried and tested pair of track loops instead of untried radio technology?? I don't think radio based technology is reliable enough yet for complicated lines like the 4LM routes. It may be fine for the Waterloo and City line and Victoria Lines, which are dedicated simple shuttle routes. Yes track loops are unsightly according to some, but surely reliability must come first? Is radio cheaper?

www.scmp.com/news/china/article/1076596/public-wi-fi-signal-may-have-caused-shenzhen-subway-train-stoppage

How was OZ cabin switched out? Presumably it's not as simple as being on king lever.

There were problems with the loop approach in two ways - (1) the loop has to be lifted and relaid when track work is done and (2) there were far more breakages than expected in the early days as the wire was not as resilient to rails being dropped on it and people walking on it as had been promised. Narrowing down the location of the break was problematic especially when the internal wiring was damaged but the loop looked cosmetically ok. I can remember one failure on the exit from Neasden depot taking a couple of hours to find. And there were also a number of loops sheared apart when trains lost one or more shoes.

There was also - shall we say - some pressure from influential individuals to go for radio.

On the other hand radio is definitely proven technology for CBTC applications across the world just not in London. Lots of trials have been done at RIDC Melton with radio and there are no signs at present that it is any less reliable. Moving to radio did result in a lot more changes to other parts of the overall system architecture as I mentioned in another post and it is the cumulative effect of this and the resultant retesting and additional assurance that is more likely to impact the project.

Obviously the decision is nothing to do with whether the loop is unsightly.

It's quite possible that they haven't finished levelling what they need to level yet and it's a work in progress. When I was involved in data cabling I can remember a couple of occasions where we received complaints from the customer along similar lines when we were nowhere near finished. They both apologised once we'd explained the situation. Best to wait until the job's signed off and then complain by all means if it's not up to scratch. 

No, having been involved in an overreaction to unfinished work we were progressing, I felt it pertinent to point out the realities of a job can sometimes be lost to the casual observer. I didn't take kindly to the high and mighty attitude shown to the company I was engaged with by those who didn't fully grasp the facts then and I wouldn't be now.

Good for you. A lot of people never understand the intricacies of another's job. I hope that your past experiences are indeed correct when applied to LUL. I merely make the observation that in all sorts of areas both TfL and outside, the ethos of 'good enough' seems to be more commonly accepted than, say, 50 years ago. Given the nature of a live railway, I should have thought it even harder to correct or change anything once installed?

whistlekiller2000 - I fear we both have crossed wires here - I'm not stating or assuming you have advocated poor standards, and the use of the phrase 'good enough' was my choice to describe instances of items of questionable quality that I have personally seen, or tales relating to such that I have been told.
Funnily enough I have a white on the go too.

While stopped in the tunnel between Finchley Rd. and Baker st. I noticed some new looking Silver boxes on the tunnel wall, are these part of the new signalling equipment?

Progress now rapid, some new target dates (actual dates removed):

mid-March 2018: Hammersmith Service Centre opens (Line controllers, Service Managers, Line Information Specialists transfer from Baker Street)
end-March 2018: ATC system ready for testing during Easter (30 March-2 April)
end-May 2018: first migration area 0.5 Hammersmith - Latimer Road goes live for passenger operation
end-June 2018: ATC extended into migration area 1 Latimer Road - Paddington

I have just completed my first stage of CBTC training and I bought this up with my trainer, indeed it is known about amongst those delivering the training for operational staff. Basically protection for the train that had been withdrawn from service had been recognised as a 3 car unit and so protection was given by the signalling system to match. The problem however was the train ahead was in fact a 6 car unit and so the signalling naturally tried to bring the train at rear as close as possible, unfortunately the area that was deemed as a safe as to proceed into was occupied by the rear of the first train.

TL;DR part of a train was invisible to the signalling system, train behind is allowed to come close but is routed into the back of the train ahead.

ETA: As mentioned I'm being trained on CBTC but I was travelling on this very line albeit more further east 1 month ago so this is kinda close to home

When you get failed trains which require a push out this could easy happen I have known for that to happen on the Jubilee line