London Overground (378) incorrect next station

[jon0844]

The system uses the same LED screen as seen on the Piccadilly Line and on the 465s, not the horrid flipdot (or whatever it is called) that was on some of the FGW trains.

The PIS on the 365s is okay, but it doesn't convey a lot of information (some things are no longer said because of the fact it still has West Anglia Great Northern set up for them). The audio also appears to be totally separate, even if it's triggered by the same method. Sometimes one works and the other one doesn't, but more recently I've seen the system turned off.

Mind you, the 317 system FCC uses can sometimes seem like it's disabled and then you walk through the train and it's working fine. I've realised that loads of the screens are damaged (corrupt) or broken and I'm sure it's due to faulty electrics that damages them. If you see how many lights are out, it suggests that there are voltage spikes - and the PIS screens are powered via the lighting it would seem (having replaced one of the light fittings). O L Leigh can probably confirm or deny that for me?

 

[Bushy]

I used SE High Speed to travel down to Kent this evening. There were several people in the coach I was in that were on the wrong half of the train, which split at Ashford. They didn't know which coach they were in.

It struck me that it would be better if the PIS was different in each unit, just showing the calling pattern for the respective units. SE 375s sometimes have the coach no. displayed for trains that split or call at short platforms.

Regards

Bushy

 

[Eagle]

It struck me that it would be better if the PIS was different in each unit, just showing the calling pattern for the respective units. SE 375s sometimes have the coach no. displayed for trains that split or call at short platforms.

377s use numbers too (with a corresponding voice announcement at every stop—fun on a Southampton to Brighton service that doesn't even split :x).

SWT's strategy, being as they seem to eschew any form of labelling for their coaches, seems to be to just show the destination (in bold capitals) of each coach.

 

[TheJRB]

Hitachi traction as featured on the BREL/ABB 465s has been suggested, but we'd miss the sound.

The Metro-Cammell 465/466s which also use GEC-Alsthom motors haven't been replaced. Is there more need with the 365s?

I used SE High Speed to travel down to Kent this evening. There were several people in the coach I was in that were on the wrong half of the train, which split at Ashford. They didn't know which coach they were in.

The 395s do have the letter of the coach shown next to the time on the displays and also intermittently show "This is coach number x of y." on dividing services.

 

[O L Leigh]

The PIS screens are powered via the lighting it would seem (having replaced one of the light fittings). O L Leigh can probably confirm or deny that for me?

Nope. They are on a different circuit altogether.

O L Leigh

 

[jon0844]

But do the trains suffer from poor voltage regulation, regardless of the number of circuits? It's amazing how many lights can fail and screens get corrupted or broken completely.

 

[O L Leigh]

How should I know? Ask a fitter.

O L Leigh

 

[AlanFry1]

The system uses the same LED screen as seen on the Piccadilly Line and on the 465s, not the horrid flipdot (or whatever it is called) that was on some of the FGW trains.

The PIS on the 365s is okay, but it doesn't convey a lot of information (some things are no longer said because of the fact it still has West Anglia Great Northern set up for them). The audio also appears to be totally separate, even if it's triggered by the same method. Sometimes one works and the other one doesn't, but more recently I've seen the system turned off.

Mind you, the 317 system FCC uses can sometimes seem like it's disabled and then you walk through the train and it's working fine. I've realised that loads of the screens are damaged (corrupt) or broken and I'm sure it's due to faulty electrics that damages them. If you see how many lights are out, it suggests that there are voltage spikes - and the PIS screens are powered via the lighting it would seem (having replaced one of the light fittings). O L Leigh can probably confirm or deny that for me?

It's been like that for years and FCC still hasn't bothered to get them fixed and about the WAGN set up the older grey bordered platform information screens it still has www.wagn.co.uk on the screens despite WAGN being defunct for 6 years.

 

[maniacmartin]

I travel on LO East London line 6+ days a week (admittedly usually only one stop) and the announcements on-board have always been correct for me, although I've been on various non-LO services with the wrong station announcements (including Jubilee line).

Now the platform next-train indicators on LO are a different story. They often say the next train is not in service when it is, or are out of order altogether. Their definition of a minute is also quite long!

 

[yorkie]

Their definition of a minute is also quite long!

'London Underground minutes' are approximately 1.5 real minutes. Presumably the same principle applies with 'London Overground minutes'

 

[Bushy]

'London Underground minutes' are approximately 1.5 real minutes. Presumably the same principle applies with 'London Overground minutes'

The VEIDs on LU count down the time changing from m+1 to m at m+½ minutes before arrival so they will display
2 min from 2m30s to 1m30s and
1 min from 1m30s to 0m30s

Regards

Bushy

 

[D365]

So if a train is arriving in 1m30s, the board will display both 2 mins and 1 min? Sorry, I'm being picky... Railway minutes on displays can vary, for sure.

 

[Eagle]

So if a train is arriving in 1m30s, the board will display both 2 mins and 1 min?

No, that's the exact point at which it'll change between the two.

 

[D365]

No, that's the exact point at which it'll change between the two.

But what exact point? No, I understand it...