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Post by Deleted on Sept 20, 2019 21:09:00 GMT
I noticed at Tottenham Court Road on some platforms the sickers covered over says crossrail and has the roundel, this is different to other stations at Morgate, Liverpool St, Faringdon where it has Elizabeth Line with roundels covered up. Very strange. I think its because Tottenham Court Road has always been one of the most advanced stations the signage went up early before the line was named the Elizabeth Line. I assume it will be updated before the line opens. It's a shame the line has been delayed as Tottenham Court Road Station don't feel new and shiny any more and the escalators already look worn out and grubby.
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Post by capitalomnibus on Sept 23, 2019 10:59:03 GMT
I am no expert nor qualified, but as I understand matters Crossrail has three different signalling systems all of which need joining up. Having said that the central core is completely new and therefore will be on one signalling system. I would suggest that central core issues may either be in getting that signalling system working or I suspect the signalling system might be linked to the platform doors / trains doors and that area could be problematic. I deliberately didn't mention the platform doors, but certainly that is an extra complication which, let's face it, is central to the successful running of Crossrail. One train's doors not aligning with platform doors at one station on one occasion is potentially disastrous in its consequences. I believe this has happened in trial running. Is it a compulsory thing that new stations underneath the ground have to have platform doors. This was done to the Jubilee line over its new extension in 1999. Personally I hate them, but see the benefits of it preventing people committing suicide, trespassers on the track etc. Over the years there are countless times the platform doors fail on the Jubilee line.
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Post by routew15 on Sept 23, 2019 16:40:34 GMT
I deliberately didn't mention the platform doors, but certainly that is an extra complication which, let's face it, is central to the successful running of Crossrail. One train's doors not aligning with platform doors at one station on one occasion is potentially disastrous in its consequences. I believe this has happened in trial running. Is it a compulsory thing that new stations underneath the ground have to have platform doors. This was done to the Jubilee line over its new extension in 1999. Personally I hate them, but see the benefits of it preventing people committing suicide, trespassers on the track etc. Over the years there are countless times the platform doors fail on the Jubilee line.
I would imagine it is a preference rather than a compulsory action, as the northern line extension is not receiving platform edge doors but will have emergency walkways. Besides the benefits you mention an operational benefit that comes to mind is the increased platform capacity (especially during times of overcrowding) as platform space used per passengers can be maximised as seen on the Jubilee. Personally, i would like to see these doors or the half height ones (used on the Paris metro) rolled out at below ground LU / DLR stations.
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Post by busaholic on Sept 23, 2019 19:58:21 GMT
I deliberately didn't mention the platform doors, but certainly that is an extra complication which, let's face it, is central to the successful running of Crossrail. One train's doors not aligning with platform doors at one station on one occasion is potentially disastrous in its consequences. I believe this has happened in trial running. Is it a compulsory thing that new stations underneath the ground have to have platform doors. This was done to the Jubilee line over its new extension in 1999. Personally I hate them, but see the benefits of it preventing people committing suicide, trespassers on the track etc. Over the years there are countless times the platform doors fail on the Jubilee line.
I meant that, if during testing, failures of alignment kept happening, that would hamper the start of services, even if it was the sole failure, because it could be an indication of the signalling not working perfectly. Are you sure about the compulsory nature of platform doors now, or is it just something the Dept of Transport insists on, which may not QUITE be the same thing?
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Post by snowman on Sept 26, 2019 11:18:09 GMT
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Post by wirewiper on Sept 26, 2019 11:33:19 GMT
TfL Rail to Reading from 15th December has been on the cards for a while. Contactless* from 2nd January is new though. * the article notes "Pay as you go with Oyster will not be extended to services beyond West Drayton, due to limitations with the system, which is now more than 15 years old." Don't ask me what those limitations are, I am just quoting the article!
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Post by snowman on Sept 26, 2019 11:53:26 GMT
TfL Rail to Reading from 15th December has been on the cards for a while. Contactless* from 2nd January is new though. * the article notes "Pay as you go with Oyster will not be extended to services beyond West Drayton, due to limitations with the system, which is now more than 15 years old." Don't ask me what those limitations are, I am just quoting the article! From memory it only has 16 fare bands (a 4 bit binary code), as dates from when computers were less powerful, bit like the old BR magnetic stripe season tickets with 1024 date days (10 binary bits) so would open the gates for same validity period about 3 years later. But that is going off topic They are zones 1-6, add on 7,8, 9 plus some other outside zone specials like Dartford, Gatwick, Shenfield. Effectively no spare pricing bands exist on current oyster configuration. I think oyster cards were upgraded few years ago and some functions are not available on early cards, but TfL is stuck with tens of thousands of unregistered old style oyster cards with valid balances on, some of which may get used by occasional visitors to London
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Post by busaholic on Sept 26, 2019 18:07:02 GMT
TfL Rail to Reading from 15th December has been on the cards for a while. Contactless* from 2nd January is new though. * the article notes "Pay as you go with Oyster will not be extended to services beyond West Drayton, due to limitations with the system, which is now more than 15 years old." Don't ask me what those limitations are, I am just quoting the article! I think oyster cards were upgraded few years ago and some functions are not available on early cards, but TfL is stuck with tens of thousands of unregistered old style oyster cards with valid balances on, some of which may get used by occasional visitors to London I've got one. in theory two but the other one got mislaid years ago.
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Post by joefrombow on Sept 26, 2019 18:25:20 GMT
TfL Rail to Reading from 15th December has been on the cards for a while. Contactless* from 2nd January is new though. * the article notes "Pay as you go with Oyster will not be extended to services beyond West Drayton, due to limitations with the system, which is now more than 15 years old." Don't ask me what those limitations are, I am just quoting the article! So contactless touch in touch out can be used but not Oyster I get from reading that quite a bit confusing but surely it will be cheaper anyway to use a super off peak ticket than say £20.60 off peak single from Paddington to Reading for example and that's before fare rise again in January ! Fares in this country in the South particularly are ridiculously high .
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Post by routew15 on Sept 27, 2019 6:42:15 GMT
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Post by snoggle on Sept 27, 2019 9:54:11 GMT
Interesting that the Oyster Vs Contactless issue has been made public now. I knew about this months ago but was not able to say anything. It obviously breaks a previous Mayoral commitment re Oyster. Presumably City Hall has judged it can weather any political storm by putting the news out now. Also noteworthy that 60+ pass holders get no concession beyond West Drayton but Freedom Pass holders would appear to but only on Tfl Rail trains. I foresee a number of fare disputes in the future given the differences in approach between Tfl and GWR. Fun times ahead.
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Post by snowman on Sept 27, 2019 10:32:20 GMT
Although TfL rail will take over the Paddington - Reading service on 15 December, it is unclear if they will be full length (9 car) trains, or reduced length (7 car). I have heard that some 9 car units are now being shortened.
Nothing to do with platform lengths, but the 7-car versions are authorised to operate with single signalling system (I think it is TPWS+) and a more basic signalling interface software. I would assume if someone has authorised the deliberate shortening and earlier software then not very confident the more advanced software will be ready. So effectively have software from June 2017 (as used on interim Shenfield services) because 30 months later the proper software still not passed.
Not a great move for peak hour commuters if 8 and 12 car class 387 sets are replaced by 7 car trains (even if the carriages are a bit longer) as they have far less seats.
Some of the 387s are being modified for Heathrow Express (so there is currently shortage of GWR electric trains), and some have reverted to 5-car turbo (or other lengths) trains which are booked to work in Bristol area from later this Autumn.
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Post by T.R. on Sept 27, 2019 11:13:04 GMT
I wonder how soon into 2020 it’ll be before we get a passenger trying to use contactless to/from Reading via SWR. Although TfL rail will take over the Paddington - Reading service on 15 December, it is unclear if they will be full length (9 car) trains, or reduced length (7 car). I have heard that some 9 car units are now being shortened. Nothing to do with platform lengths, but the 7-car versions are authorised to operate with single signalling system (I think it is TPWS+) and a more basic signalling interface software. I thought no more 345’s were being shortened (in order to release 315s from the eastern side)? I’m sure it’d go down fantastically well with Twyford and Maidenhead punters.
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Post by snowman on Sept 27, 2019 11:46:38 GMT
I wonder how soon into 2020 it’ll be before we get a passenger trying to use contactless to/from Reading via SWR. Although TfL rail will take over the Paddington - Reading service on 15 December, it is unclear if they will be full length (9 car) trains, or reduced length (7 car). I have heard that some 9 car units are now being shortened. Nothing to do with platform lengths, but the 7-car versions are authorised to operate with single signalling system (I think it is TPWS+) and a more basic signalling interface software. I thought no more 345’s were being shortened (in order to release 315s from the eastern side)? I’m sure it’d go down fantastically well with Twyford and Maidenhead punters. last I heard The Eastern 7 car units are 002, 003, 005-017, 022 (but 002 is test train fitted out, not used for passengers) Rumours are 029, 038-040, 042 (and 2 or 3 others) will be shortened for Western services if signalling interface not fixed Not totally sure but I think all 70 units are built as production line was to switch to SWR units over the summer, however as some sidings eg Maidenhead and Plumstead not easily reachable at current time, some are stored somewhere up North currently.
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Post by capitalomnibus on Sept 27, 2019 15:47:01 GMT
Although TfL rail will take over the Paddington - Reading service on 15 December, it is unclear if they will be full length (9 car) trains, or reduced length (7 car). I have heard that some 9 car units are now being shortened. Nothing to do with platform lengths, but the 7-car versions are authorised to operate with single signalling system (I think it is TPWS+) and a more basic signalling interface software. I would assume if someone has authorised the deliberate shortening and earlier software then not very confident the more advanced software will be ready. So effectively have software from June 2017 (as used on interim Shenfield services) because 30 months later the proper software still not passed. Not a great move for peak hour commuters if 8 and 12 car class 387 sets are replaced by 7 car trains (even if the carriages are a bit longer) as they have far less seats. Some of the 387s are being modified for Heathrow Express (so there is currently shortage of GWR electric trains), and some have reverted to 5-car turbo (or other lengths) trains which are booked to work in Bristol area from later this Autumn. These signalling system software is madness imo, goodness knows what happens when longer Freight trains goes over the line. Most of these signalling systems are too complex are problematic for their own good. I could imagine it probably takes a lifetime to disconnect carriages etc.
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