This morning, one of my colleagues at work mentioned that he had heart
an announcement on LU about future works on the W&C line, which would
mean passengers could only use it in one direction?

I can't find anything about it on the TfL website, anyone know any more?
Or had my colleague just got confused?

The only reason I can think of is that they could be closing the
arrivals platform at Waterloo to install the lift (to go with the new
'humps').

"Spyke" wrote in message
...
This morning, one of my colleagues at work mentioned that he had heart an
announcement on LU about future works on the W&C line, which would mean
passengers could only use it in one direction?

I can't find anything about it on the TfL website, anyone know any more?
Or had my colleague just got confused?

The only reason I can think of is that they could be closing the arrivals
platform at Waterloo to install the lift (to go with the new 'humps').

What are the humps?

"Spyke" wrote in message
...
wrote:
"Spyke" wrote in message
...
This morning, one of my colleagues at work mentioned that he had heart
an announcement on LU about future works on the W&C line, which would
mean passengers could only use it in one direction?

I can't find anything about it on the TfL website, anyone know any more?
Or had my colleague just got confused?

The only reason I can think of is that they could be closing the
arrivals platform at Waterloo to install the lift (to go with the new
'humps').

What are the humps?
Raised sections in the platform which bring it up to train floor-level, so
that passengers in wheelchairs/with limited mobility can easily board the
trains.
(Given that the platforms at Bank and Waterloo are pretty straight, I
don't understand why they didn't raise the whole platform).

Bank is a crazy design. Walking from the DLR to the Central line is some
walk.

wrote:
"Spyke" wrote in message
...
This morning, one of my colleagues at work mentioned that he had heart an
announcement on LU about future works on the W&C line, which would mean
passengers could only use it in one direction?

I can't find anything about it on the TfL website, anyone know any more?
Or had my colleague just got confused?

The only reason I can think of is that they could be closing the arrivals
platform at Waterloo to install the lift (to go with the new 'humps').

What are the humps?


Raised sections in the platform which bring it up to train floor-level,
so that passengers in wheelchairs/with limited mobility can easily board
the trains.
(Given that the platforms at Bank and Waterloo are pretty straight, I
don't understand why they didn't raise the whole platform).

In article , (Spyke)
wrote:

(Given that the platforms at Bank and Waterloo are pretty straight,
I don't understand why they didn't raise the whole platform).

What is the official reason for this nonsense?

--
Colin Rosenstiel

On Thu, 15 Mar 2007 23:09:27 +0000, Spyke wrote:

(Given that the platforms at Bank and Waterloo are pretty straight, I
don't understand why they didn't raise the whole platform).

Perhaps it's a trial of a hump that will be used at many other
stations?

On Fri, 16 Mar 2007 09:09:56 +0000, asdf
wrote:

On Thu, 15 Mar 2007 23:09:27 +0000, Spyke wrote:

(Given that the platforms at Bank and Waterloo are pretty straight, I
don't understand why they didn't raise the whole platform).

Perhaps it's a trial of a hump that will be used at many other
stations?

That is exactly what it is - a trial. If you consider the LU
environment it is hugely varied and we have to start somewhere with
evaluating a relatively simple approach to providing level access into
the trains. Given that wheelchair space is at specific points in the
trains then this trial is designed with that in mind. Raising the
entire platform is not cheap and still causes issues at those points
where you exit the platform into adjoining corridors / stairs or ramps.
Solving one issue may well cause other more complex ones. The real
challenge centres on what to do with places like Bank Central Line
(curved) or compromise height locations like Hammersmith D&P where you
step up to District line trains and down into Picc Line ones.

Keeping the safety risks as low as reasonably practicable is the key
issue here and it will be interesting to see what solutions we
eventually arrive at.
--
Paul C


Admits to working for London Underground!

On Mar 16, 7:20 pm, Paul Corfield wrote:
That is exactly what it is - a trial. If you consider the LU
environment it is hugely varied and we have to start somewhere with
evaluating a relatively simple approach to providing level access into
the trains. Given that wheelchair space is at specific points in the
trains then this trial is designed with that in mind. Raising the
entire platform is not cheap and still causes issues at those points
where you exit the platform into adjoining corridors / stairs or ramps.
Solving one issue may well cause other more complex ones. The real
challenge centres on what to do with places like Bank Central Line
(curved) or compromise height locations like Hammersmith D&P where you
step up to District line trains and down into Picc Line ones.

That's easy - change the level of the track on either side of the
island, so that the Picc lines are lower and the District lines are
higher.

The only disadvantage is that when trains from either line are
diverted due to disruption, the H&S nailbiters will howl because the
level access is gone...

Paul Corfield wrote:
On Fri, 16 Mar 2007 09:09:56 +0000, asdf
wrote:

On Thu, 15 Mar 2007 23:09:27 +0000, Spyke wrote:

(Given that the platforms at Bank and Waterloo are pretty straight, I
don't understand why they didn't raise the whole platform).
Perhaps it's a trial of a hump that will be used at many other
stations?

That is exactly what it is - a trial. If you consider the LU
environment it is hugely varied and we have to start somewhere with
evaluating a relatively simple approach to providing level access into
the trains. Given that wheelchair space is at specific points in the
trains then this trial is designed with that in mind. Raising the
entire platform is not cheap and still causes issues at those points
where you exit the platform into adjoining corridors / stairs or ramps.
Solving one issue may well cause other more complex ones.

Why don't the platforms already line up with the trains?

The real
challenge centres on what to do with places like Bank Central Line
(curved) or compromise height locations like Hammersmith D&P where you
step up to District line trains and down into Picc Line ones.

Agreed.

For curved platforms, you could try gap fillers:
http://www.nycsubway.org/perl/show?246
http://www.nycsubway.org/perl/show?27026
http://www.nycsubway.org/perl/show?29324

Most of the compromise height locations have subsurface trains on one
track and tube trains on the other -- if one of the tracks were raised a
bit and the other lowered, the problem would be largely solved (except
when trains are rerouted to the other track). But that still leaves
Uxbridge through Rayners Lane and Ealing Common.
--
David of Broadway
New York, NY, USA

On Fri, 16 Mar 2007 17:31:19 -0400, David of Broadway
wrote:

Most of the compromise height locations have subsurface trains on one
track and tube trains on the other -- if one of the tracks were raised a
bit and the other lowered, the problem would be largely solved (except
when trains are rerouted to the other track). But that still leaves
Uxbridge through Rayners Lane and Ealing Common.

And Acton Town, where Piccadilly Line trains use all four platforms.