Boltar wrote:
could see, on platforms. Even at the terminus, if you fail to
alight, they take you into the reversing siding for a few minutes
before starting the return journey.

The HSE would be wetting their nappies over that if it happened
here. Don't forget on the tube we have to have the farce of a
driver walking down the train checking its empty and closing each
carriage one by one before he takes it out of service.

That's because the car-end doors can be opened by passengers. On Line
14 in Paris, there are full-width gangways between cars, so there's no
risk of a passenger getting on to the track. (And on other lines with
older stock, it needs the Métro equivalent of a J-door key to open the
car-end doors.)
--
Richard J.
(to e-mail me, swap uk and yon in address)

"Richard J." wrote in message
news
Boltar wrote:
could see, on platforms. Even at the terminus, if you fail to
alight, they take you into the reversing siding for a few minutes
before starting the return journey.

The HSE would be wetting their nappies over that if it happened
here. Don't forget on the tube we have to have the farce of a
driver walking down the train checking its empty and closing each
carriage one by one before he takes it out of service.

That's because the car-end doors can be opened by passengers. On Line
14 in Paris, there are full-width gangways between cars, so there's no
risk of a passenger getting on to the track. (And on other lines with
older stock, it needs the Métro equivalent of a J-door key to open the
car-end doors.)
--
Richard J.
(to e-mail me, swap uk and yon in address)

Richard

LUL did have a FACT (Fully Automatically Controlled Train) as part of the
design development - it was one of the sets used on the Woodford to Hainault
section, but never went into passenger service (I don't think it was ever
intended to do so). The train did run during the day with the doors opening
and closing automatically with staff ensuring that no passengers actually
got on. The only basic addition to the basic Vic Line system was auto
opening and closing of doors, plus auto start.

OTOH, it was one of the 1960 stock sets.

Peter
--
Peter Corser
Linslade, Beds, UK




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In message , Peter Corser
writes
OTOH, it was one of the 1960 stock sets.
The stock was 59 stock.
--
Clive

On Sun, 31 Jul 2005 10:35:00 GMT, "Richard J."
wrote:

That's because the car-end doors can be opened by passengers. On Line
14 in Paris, there are full-width gangways between cars, so there's no
risk of a passenger getting on to the track. (And on other lines with
older stock, it needs the Métro equivalent of a J-door key to open the
car-end doors.)

So how do the passengers get out in an emergency?

On Sun, 31 Jul 2005 12:50:47 +0100, asdf
wrote:

So how do the passengers get out in an emergency?

I think it would be necessary to have side platforms and emergency
release on the side doors like the DLR underground sections do, as
passengers may well try to leave the train while others are still
moving in an emergency, in the absence of any supervision.

OOI, does it have this?

Neil

--
Neil Williams in Milton Keynes, UK
When replying please use neil at the above domain
'wensleydale' is a spam trap and is not read.

Neil Williams wrote:
On Sun, 31 Jul 2005 12:50:47 +0100, asdf
wrote:

So how do the passengers get out in an emergency?

I think it would be necessary to have side platforms and emergency
release on the side doors like the DLR underground sections do, as
passengers may well try to leave the train while others are still
moving in an emergency, in the absence of any supervision.

OOI, does it have this?

I believe the control centre can broadcast on a train's PA to tell
passengers what to do. I assume there must be an emergency release on
some of the side doors. Only Line 14 has an evacuation walkway in the
tunnels.

--
Richard J.
(to e-mail me, swap uk and yon in address)

asdf wrote:
On Sun, 31 Jul 2005 10:35:00 GMT, "Richard J."
wrote:

That's because the car-end doors can be opened by passengers. On
Line 14 in Paris, there are full-width gangways between cars, so
there's no risk of a passenger getting on to the track. (And on
other lines with older stock, it needs the Métro equivalent of a
J-door key to open the car-end doors.)

So how do the passengers get out in an emergency?

Good question, and I don't know the answer (and can't find it in Brian
Hardy's Paris Metro Handbook). Maybe there's an emergency release on
the sliding doors. I've seen emergency ladders clipped in place at car
ends. Métro trains don't have front doors in the cabs like LU,
presumably because the tunnels are mainly double-track.
--
Richard J.
(to e-mail me, swap uk and yon in address)

On Sun, 31 Jul 2005 10:35:00 GMT, "Richard J."
wrote:

Boltar wrote:
could see, on platforms. Even at the terminus, if you fail to
alight, they take you into the reversing siding for a few minutes
before starting the return journey.

The HSE would be wetting their nappies over that if it happened
here. Don't forget on the tube we have to have the farce of a
driver walking down the train checking its empty and closing each
carriage one by one before he takes it out of service.

That's because the car-end doors can be opened by passengers. On Line
14 in Paris, there are full-width gangways between cars, so there's no
risk of a passenger getting on to the track. (And on other lines with
older stock, it needs the Métro equivalent of a J-door key to open the
car-end doors.)

Are the new trains for LUL going to have corridor connections and if
not, why not?

That is a proposal for the Victoria Line I believe but I think you will
need articulation on all cars to achieve this. This removes the
opportunity to swop defective units easily, and operating block trains
increases the number of spares needed. Whether the infracos are
prepared to pay for that we'll see.

Cheeky wrote:
On Sun, 31 Jul 2005 10:35:00 GMT, "Richard J."
wrote:

Boltar wrote:
could see, on platforms. Even at the terminus, if you fail to
alight, they take you into the reversing siding for a few minutes
before starting the return journey.

The HSE would be wetting their nappies over that if it happened
here. Don't forget on the tube we have to have the farce of a
driver walking down the train checking its empty and closing each
carriage one by one before he takes it out of service.

That's because the car-end doors can be opened by passengers. On
Line 14 in Paris, there are full-width gangways between cars, so
there's no risk of a passenger getting on to the track. (And on
other lines with older stock, it needs the Métro equivalent of a
J-door key to open the car-end doors.)

Are the new trains for LUL going to have corridor connections and if
not, why not?

Sub-surface lines: yes. Deep-level tubes: no.

--
Richard J.
(to e-mail me, swap uk and yon in address)