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Post by Chris M on Sept 18, 2022 18:28:48 GMT
NLL - North London Line? LO - London Overground? RTT - Round Trip Time? ECS - Enormous Control System? ECML - Eastern Chocolate Manufacturing Line? NLL - North London Line LO - London Overground RTT - Real Time TrainsECS - Empty coaching stock ECML - East Coast Main Line
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Post by Chris M on Sept 17, 2022 22:42:22 GMT
Well, at least according to this old thread there is already less tape than there used to be
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Post by Chris M on Sept 15, 2022 1:59:38 GMT
A single part question for your Thursday (click image for a larger version)
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Post by Chris M on Sept 15, 2022 1:56:55 GMT
Between Chiswick Park and Acton Town end of sidings from Piccadilly Line Train. Answer: Between Acton Town and Chiswick Park - siding viewed from 1967 stock tour, May 2011 (click image for a larger version) Note: This photograph was taken when the train was stationary for a planned layover. Staff on the train explicitly stated it was safe and permitted to move between the cars. Do not do this when the train is or may be moving.
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Post by Chris M on Sept 11, 2022 17:20:21 GMT
Also the cost of replacement vs the cost of repair, and the political/executive choice of how funding is divided between capital expenditure (replacement) and operational expenditure (maintenance). I suspect that if replacement was significantly cheaper than maintaining the new kit money would have been found to do just that by now.
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Post by Chris M on Sept 11, 2022 17:13:11 GMT
Hmm, I was sure that was one of the first operating sections of the extension, but maybe I was mistaken. Anyway they could run out of service from there to reverse at North Greenwich.
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Post by Chris M on Sept 11, 2022 10:15:30 GMT
Sorry for the late start, but here is today's single part question (click image for a larger version)
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Post by Chris M on Sept 10, 2022 10:56:24 GMT
Serviceability is not a binary - reliability, ease of maintenance, availability of replacement parts, etc. all need to be considered.
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Post by Chris M on Sept 10, 2022 10:54:46 GMT
So I feel sure removal/replacement of the old PEDs will mean a full route closure (or at least the section from Stratford to Green Park. Closure would only be required between Westminster and North Greenwich as trains can reverse at both Green Park and Canning Town. When North Greenwich is completed trains can also reverse there. Similarly when Westminster is completed it might be possible to run a service from Green Park to there using the crossover west of Waterloo (whether they do will depend in part on whether they can reverse enough trains to provide a useful service) - ditto with the Crossover west of Canary Wharf. After that its possible one or both of Bermondsey and Southwark are non-stopped with replacement being done in (extended) engineering hours or at weekends while providing a service to all the other stations. A major factor in the plan will be how long the PEDs on a single platform need to be out of service (its not impossible that some preparatory work and/or finishing work can be done in engineering hours), and how much platform space the works need (so only one platform needs to be taken out of use at a time). The first question will of course depend on how much work can be done with trains running, how much can be done in engineering hours and how much requires no trains. Electricity isolation sections will also impact what partial services can be run. (Perhaps they could briefly reopen Charing Cross?) AIUI the issue at Charing Cross is access - the platforms are fully accessible (when there is no filming going on at least) but access to them is via a single small doorway at the top of a set of fixed stairs. This is fine for film crew access but would be completely unable to handle the volume of passengers from even a single service train. This could be fixed of course, but would require knocking down a wall and reinstating escalators - both expensive, disruptive and time consuming jobs that would not be I suspect worth it. The big challenge will be to ensure the new trains can be fitted to speak the same (now relatively ancient) train control system - if not the transition cost and timeline will soar. New trains talking to an old control system or old trains talking to a new control system are both options. This sort of transition was made to work on the Victoria line where the generation gap was much larger, so I don't see this as being the biggest challenge. For the transition I guess after a period for training, mixed fleet operation might be possible on the Stanmore to Green Park section - as a door is a door even if it is slightly further along the platform. Yes, mixed fleet operation will be possible Stanmore to Green Park and Stratford to Canning Town - it may be possible to do PED replacement in such a way that for a time old trains run the through service while new trains run Stratford-North Greenwich centre platform shuttles. I suspect that the first public services on the line will be at the east end given Stratford Market Depot is the primary depot for the line
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Post by Chris M on Sept 9, 2022 22:57:46 GMT
I would not be surprised if there were hardly any (if any at all) incidents caused by travelling too fast A (likely incomplete) list of incidents where one cause was "excessive speed": London TransportLondon Regional Transport
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Post by Chris M on Sept 9, 2022 0:07:08 GMT
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Post by Chris M on Sept 8, 2022 23:56:27 GMT
As other commentators have mentioned, piers often have lines and catamarans are often full at peak times. More large boats and likely pier extensions would be needed for replacing Tube line capacity for a shutdown. Indeed, but even if procurement of a new train fleet started tomorrow there would be ample time to procure and install larger piers. Larger boats might or might not be problematic (I guess it will depend in part how off-the-shelf they are). A shutdown timed for winter when tourist traffic is at its lowest would also facilitate pier space and river space.
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Post by Chris M on Sept 8, 2022 11:20:36 GMT
I've just spotted that the key is inconsistently labelled (that'll teach me to do create it late at night!). Location A is red, location B is grey (i.e. the words are correct, the row of letters is wrong). Sorry all.
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Post by Chris M on Sept 8, 2022 9:31:02 GMT
And there's always the Cable Car... More practically, river bus services can convey large numbers of people to Greenwich, Canary Wharf, London Bridge and Westminster. For services towards Stratford there is a pier a short walk from East India DLR that has been served by replacement boat services on occasions before the dangleway was built (last time I was in the area the signs were even still there)
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Post by Chris M on Sept 7, 2022 21:58:14 GMT
The Met one at least was working on Sunday when I last used the station, so either it isn't all of them (I can't remember if there are multiple) or its an intermittent issue and you're unlucky.
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Post by Chris M on Sept 7, 2022 8:27:29 GMT
Inset: Torquay harbour [ howda62] the image above is unmodified
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Post by Chris M on Sept 5, 2022 18:39:50 GMT
Location A: Chiswick Park - Way Out arrow [Chris M]
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Post by Chris M on Sept 5, 2022 18:38:41 GMT
Answer: Rickmansworth - Sandra Wilkes Memorial Garden
I've unfortunately not been able to find out any information about who Sandra Wilkes was, but I presume she was a staff member who had some connection with Rickmansworth.
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Post by Chris M on Sept 5, 2022 15:50:12 GMT
More to Jack is closer
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Post by Chris M on Sept 5, 2022 15:48:16 GMT
too far north
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Post by Chris M on Sept 4, 2022 10:20:08 GMT
Woolwich to Stratford Intl might, I think it very unlikely that Woolwich to Bank will.
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Post by Chris M on Sept 3, 2022 9:06:24 GMT
There aren't enough units to run all these services with three-car trains. My guess is that Stratford-Canary Wharf and Canning Town-Beckton will be operated as two-car trains with the rest as three-car.
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Post by Chris M on Sept 2, 2022 9:56:36 GMT
Not as far as the road traffic sector, though. Wandering OFF-TOPIC here, but driverless trains, driverless cars... Meh. Will we see Pedestrian / Vehicle interface barriers? Will technology developed for driverless vehicles, such as accurate detection of people, their intentions, body language, inherent randomness of stumbles, faints etc, contribute to enhanced monitoring of the PTI on the railways? In July 2020 TfL wrote to the coroner in response to the inquest cited above, in relevant part they said This suggests the technology is being worked on, but is not mature enough yet to be practical.
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Post by Chris M on Sept 2, 2022 9:47:24 GMT
It's not served by National Rail
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Post by Chris M on Sept 1, 2022 15:48:06 GMT
It's not on the Central line
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Post by Chris M on Sept 1, 2022 9:58:01 GMT
Location A is north of the river
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Post by Chris M on Aug 31, 2022 16:50:15 GMT
Please bear in mind that Lyon Metro line D (early 1990s) and Vancouver Skytrain (mid 1980s) have been GOA4 ever since they first opened* several decades ago and neither of them has platform doors / gates at stations - whether above or below ground. (oh and I am old enough to have travelled on them shortly after they opened!) *possibly before the GoA classification was even codified btw, in terms of the DLR not always having someone at the front of the train watching out for people on the track (etc) it is little different to GoA4 systems. Safe train despatch from stations is a different issue. The requirement for PEDs on automatically operated trains is one set by the UK safety regulator so practice in other countries is not relevant; the DLR operates without PEDS only under grandfather rights and would not be allowed to begin operating in its present manner today. I understand that the two new Northern line stations were built with retrofitting platform doors in mind. If I understand correctly, for safety reasons related to passengers possibly being hurt or trapped in a wrong place by the closing Peds, LUL stations with platform doors must have a member of staff on each platform at all times - which increases operating costs and likely could see a station (partially) closing at short notice if no member of staff was available - or even if the duty member of staff needed an urgent toilet break and there was no-one else (who is fully trained for the job) available to stand in. This is my understanding too. The design of a PED platform edge is different to that of a traditional platform in that in the former case the platform edge is vertical to best support the (quite significant) weight of the doors and associated machinery. A traditional platform has a space under the platform edge so there is room for someone to remain clear of a train if they fall off the platform. This means that it is much more dangerous for a person to be on the track-side of the PEDs, especially as the PEDs themselves reduce the visibility for train operators along the sides of their train and largely prevent them seeing anyone who is trapped (which is why the goal with peds is to make the gap between them and the train too small for anyone to get between them). This I believe is the (or at least a) reason for the member of staff on the platform.
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Post by Chris M on Aug 31, 2022 16:36:11 GMT
It's not on the Met.
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Post by Chris M on Aug 31, 2022 11:05:51 GMT
Link: These locations are the third last station on their line
A is not Southgate, the image is unmodified.
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Post by Chris M on Aug 31, 2022 11:04:42 GMT
Sorry about the late start folks, it seems I forgot to create the inline version of today's image before uploading. It's just a single part so you hopefully haven't missed too much (click image for a larger version)
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