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Post by superteacher on Sept 3, 2018 21:03:59 GMT
Regardless of why someone gets trapped in the doors, and what they were attempting to do when they did, the train should not move until the person is no longer trapped. If the combination of technology, procedures and training is not sufficient to prevent it (as it wasn't on this occasion) then it can happen whether the obstruction was deliberate or accidental. You can never eliminate the possibility of passengers doing something they shouldn't (deliberately or otherwise), but you can significantly reduce the likelihood of them being injured (or worse) when they do. Agreed. We can discuss the behaviour of passengers until we are blue in the face, and have done many times on this forum. We all know that passengers should not obstruct doors. But the system should not allow the train to move. Interesting that the story about the Jubilee line train moving with its doors fully open should coincide with the release of the RAIB report.
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Post by superteacher on Sept 3, 2018 20:53:49 GMT
I assume he is trying to make the point that obstructing the doors is dangerous and may have been a causal factor leading to the accident. I just read the RAIB report and it didn't mention it being a causal factor. I agree there was no mention of it. I believe that aslefshrugged was curious as to how the bag was trapped so high up in the door, when a bag is normally held hanging from one's hand.
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Post by superteacher on Sept 3, 2018 20:41:13 GMT
Being reported in the news (and on Twitter, see tweet below) is an incident where a Jubilee line 1996 stock train travelled, with some of its doors open, between Finchley Road and West Hampstead last Saturday at around 9am.
Nobody was hurt and the incident is being investigated by TFL.
We are happy to leave this thread open, providing there is no speculation as to the cause as per forum rules.
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Post by superteacher on Sept 3, 2018 20:20:40 GMT
The bag didn't swing that high by accident, she was trying to obstruct into the doors. And? I assume he is trying to make the point that obstructing the doors is dangerous and may have been a causal factor leading to the accident.
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Post by superteacher on Aug 31, 2018 12:36:02 GMT
So will the rebranding of the existing services to Elizabeth Line also be delayed?
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Post by superteacher on Aug 19, 2018 20:15:03 GMT
What is the drop between Highgate and the lowest point it traversed? It seems odd that a vehicle could go that distance, and, apparently, at speeds fairly close to line operating speeds, purely from gravity - although clearly it did! When the 59's were in service there was a coasting board as you left East Finchley, you only accelerated to around 20mph before reaching this, the rest of the acceleration was left to gravity. That was very liberally interpreted! I remember being on trains that accelerated in full parallel from East Finchley to some point before Highgate!
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Post by superteacher on Aug 18, 2018 19:05:28 GMT
There is the siding at Northwood where the A stock left from, again not especially secure, but I don't think it's electrified. There is the north end of the shunting neck at Loughton - but good luck getting S stock there in one piece. South Harrow sidings probably have space now the 83 stock are gone - but they were heavily graffitied while there so probably not the ideal spot. South Harrow is now in regular use as a stabling point.
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Post by superteacher on Aug 17, 2018 9:48:20 GMT
Improvement works being, turning the station in to another bathroom with passages that add on an extra 5 minutes of walking to the interchange? It’s simply making the cross platform interchange easier. Not sure if any work is being done on the decor.
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Post by superteacher on Aug 16, 2018 9:13:09 GMT
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Post by superteacher on Aug 14, 2018 16:21:18 GMT
I would say to take that diagram with a pinch of salt. It makes the assumption that the peak service pattern will be the same as the off-peak service pattern with a few extra trains added in. However, discussion over at London Reconnections suggests that this will not be the case. The main counterexample is the Heathrow T4 services which, because of the single track section, will most likely run at even 15 min intervals throughout the day. This means that if we assume even 5 (peak) and 6 (off-peak) min intervals on the eastern branches then during the peak, all T4 services will have be sent to the same terminus while off-peak they will have to alternate between Shenfield and Abbey Wood (because 15 is a multiple of 5 but not 6). There will also probably be different workings on the peak shoulders. Not sure where inter-peak stablers will be. I would assume at Old Oak Common, Gidea Park and Abbey Wood, so it may be necessary to "break" the service pattern for trains to access these points.
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Post by superteacher on Aug 14, 2018 13:17:51 GMT
12tph to reverse that's one every 5 minutes. They would need staff at every coach to detrain a 9 coach train. You still have to fit in 4 Heathrow and a minimum of two Reading trains and possible 2 at Maidenhead. That's 20 trains through the core 3 minutes apart. Can't see 12tph reversing at Paddington. The five tracks here are from the top Crossrail Eastbound (bidirectional), Turnback C, Turnback B, Turnback A which is bidirectional connected at both ends to Crossrail Westbound (bidirectional). Further west is the connections to the Crossrail depot and after the eastbound becomes the up relief and the westbound the down relief and the tracks as do the rest of the tracks out of Paddington cease to be bidirectional. From my latest trackmap the platforms at Paddington are lettered A= eastbound, B= Westbound. Do not know if that is final. Maybe they will agree that detraining won't be necessary?
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Post by superteacher on Aug 13, 2018 14:01:32 GMT
If it was automated then a stop coded signal would of been transmitted to the train Not much use if the train has no air!
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Post by superteacher on Aug 13, 2018 11:09:55 GMT
In terms of operation, where will the crew depots be? Shenfield Gidea Park Ilford Abbey Wood (Plumstead) Old Oak Common Maidenhead I’m aware that all of the above are stabling points but will they also be whet drivers are based?
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Post by superteacher on Aug 12, 2018 21:51:38 GMT
In terms of operation, where will the crew depots be?
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Post by superteacher on Aug 12, 2018 18:35:34 GMT
9 car trains out of Paddington have yet to be approved. There are signalling issues in the airport tunnels which need to be resolved. Testing is in progress. Once the 9 car trains are approved for operation to/from Heathrow (and the bay road at Hayes & Harlington) the 7 car trains will return east and enable more 315s to be withdrawn. If any 315s are running after 9th December they will need Elizabeth line roundels. I would presume that any 315 usage from 9th December would be very limited, as i dont know how many diagrams will run into Liverpool street high level? I believe the 315s cannot be used in the central section The eastern section will not operate into the core until May 2019.
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Post by superteacher on Aug 11, 2018 22:34:05 GMT
The NCL platforms at Moorgate are a good 40 feet below the Met / Circle / H&C platforms. I’m struggling to see how they could ever be connected. Anyway, further to rincew1nd’s message, can we get back on topic.
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Post by superteacher on Aug 9, 2018 18:59:52 GMT
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Post by superteacher on Aug 9, 2018 18:12:17 GMT
Couldn't find the post that previously mentioned this but on closer inspection today, it appears that much of the newly added cable mounts and brackets between Finchley Rd and Neasden have been piled in to a more smug position with evidence of freshly packed ballast and those ribbed plastic tubes that form part of the fondations being put in place. By and by, from West Hampstead to Dollis Willesden Green, it blends in pretty well with the existing cable structures. Dollis Hill to Neasden has quite a bit of lateral weaving but that's to get around various junction boxes, axel counters and some ironically disused Jubilee line signals. I assume you meant "snug"! Got this image now of a signal cable looking very pleased with itself!
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Post by superteacher on Aug 9, 2018 9:53:28 GMT
What would you like to have happened? Train evacuated, trains stuck in tunnels behind, and you getting home three hours later than intended? I think it was a genuine question. There is an equally valid concern that if the bag exploded, a lot of people would not be getting home at all. As has been mentioned elsewhere, can we be mindful about the tone of our replies. We don't want to put people off from asking questions.
We would always encourage people to report anything that they see as potentially suspicious, and not to let the desire to get home as quickly as possible to cloud their judgement.
Thanks.
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Post by superteacher on Aug 9, 2018 7:11:13 GMT
I'm sure Network Rail have remote wheelset monitoring equipment. In the recent 'Paddington Station 24/7' TV fly on the wall, an HST was taken out of service for wheelset examination with potential flats as it had tripped a detector on its inbound working and if I recall a maximum speed restriction of 50 mph was applied to the set with immediate effect to complete the journey with a prohibition on further use until after examination. They do, because of the damage flats can do to the track. Yes, and it’s even more damaging with the higher speeds on National Rail.
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Post by superteacher on Aug 7, 2018 14:16:53 GMT
A one hour journey took me 3 hours... and even then, TfL Rail failed to get me home, with myself and others being informed at Gidea Park that our next Shenfield service was at Forest Gate a little after we arrived at 19:05... the misses and children had to drive to me.... I now discover that I have been changed £8 and £5.50 for incomplete journeys All I did was touch in at 17:06 (Liverpool Street) and touch out at Gidea Park (19:16) I though there was a 2 1/2 hour journey limitation time on the network !!?? According to this you had 2 hours for your zone 1-6 journey: tfl.gov.uk/fares-and-payments/oyster/using-oyster/maximum-journey-times
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Post by superteacher on Aug 6, 2018 20:43:20 GMT
Was it a 345 which broke down leaving Ilford depot earlier, blocking both lines and shutting the job down?
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Post by superteacher on Aug 6, 2018 14:27:56 GMT
well almost all of them will cause big damage to the railway if and when they fail as all trains in the given VCC area will need to be moved individually by the signallers....and only at 10mph. Ouch!! I'm going to assume you mean by the driver under the authority of the signaller? Your statement to me makes me imagine the signaller sitting with an old-fashioned Joystick moving trains I'm sure you'd enjoy that!
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Post by superteacher on Aug 6, 2018 13:25:20 GMT
How about just use train dispatch staff? Not a bad idea, although dispatch staff are not present on all platforms at all times.
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Post by superteacher on Aug 6, 2018 13:15:39 GMT
And I thought TFL were cash strapped?
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Post by superteacher on Aug 6, 2018 11:15:11 GMT
This is not the place to discuss bringing back guards. Back to cab security please.
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Post by superteacher on Aug 2, 2018 19:48:06 GMT
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Post by superteacher on Aug 1, 2018 20:30:55 GMT
Happening again today (Part Suspended between Finchley Rd and Waterloo), looks like TBTC has a headache in the NB Bond Street area, trains are reversing SB to NB from the platform at Finchley Rd this time. The main difference this time being that the trains are actually terminating and reversing at Finchley Road.
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Post by superteacher on Aug 1, 2018 8:39:09 GMT
I seem to recall a few years ago thst there was a self evacuation from a Central line train just west of Leytonstone after an extended delay. The power was discharged just as a pushout was being arranged with a train stalled across the points.
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Post by superteacher on Aug 1, 2018 8:13:27 GMT
If J doors are abolished, how would passengers be evacuated from a train stuck in a tube tunnel? Presumably through the gap where the J door used to be? Maybe I misunderstood. I assumed that the J door area was going to be sealed!
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