1972 stock LEDS and 2020 modification

Patience. Prototype work is being carried out in Acton Works currently. The first car is fitted/currently being fitted with LED lighting now.

I have a personal view that the 1930's door operation technology is sufficient opening hustle alarm, given that regular hustle alarms sound coincidentally with door movement.

I thought RVAR only requires an audible for door closing on trains like 1972TS and that opening alerts were only required when a door 'beomes openable by a passenger'. Since the doors always open and close under Train Operator control on 1972TS, only a close alert is needed. Also the 1972TS already has a close audible doesn't it? The old Sonalert type. Certainly some may have failed and be due replacement.

Welcome aboard @aylesbury.

Il answer your second question so as not to veer too far off topic.

Embankment on the Southbound is tight because the One Person Operation monitors are at right angles to the cab so the tight tolerance means that some drivers prefer to crawl up rather than brake continually. The Northbound follows after a relatively straight section under the Thames so you can get up to a rate of knots on the approach, that plus the fact that 72 stock units tend have a bit of sway between different braking applications which means that sharp braking on the side of caution does sometimes occur.

Back to the interior, apart from the moquettes and contrast flooring there’s not much else that has changed from the passenger perspective with the bulk of the work so far addressed at the structure of units themselves. If accessibility works, lighting and passenger information are being done, it wouldn’t be beyond the realms of possibility to include a new interior colour scheme as the CGI suggested when the project was first announced.

Not all of the drivers like them! It's about 50/50 from those I've spoken to. Narrow band of light with a dark patch right in front of the train, reflections on the OPO equipment, and the encroachment of the knee space area by the associated gubbins are some of the negative comments. Whilst the positive comments seem to be mainly that the tunnels now have a blue tinge to them instead of brown and it looks "Sci-Fi"

As of 2nd March, it was so.

The weird thing is that the trains are getting wheelchair spaces but step free access to stations on the line is very limited.

In addition the height of the platforms north of Queens Park proved too difficult for the ramps provided. Not enough space to get the wheelchair on or off the ramp.

As long as there are two or more platforms on at least one journey that are accessible to people who use wheelchairs (which is not necessarily the same as step-free) then the spaces are beneficial.

In addition to the three stations currently marked as step-free, such access is coming to Paddington shortly and step-free interchange is available at Baker Street, Oxford Circus and every station shared with LO.

Although the ramp issue mentioned above still applies to all interchanges with the LO.

LO and LU have separate platforms at Queens Park, so there should be no need for compromise heights, or ramps.

Beyond Queens Park, provided the wheelchair accessible parts of 1972 stock and 378s/(710s this year, next year, sometime, never?) stop in different parts of the platforms, separate humps (or dips) could be provided at the appropriate points on the platforms.