Transit times + app shows which vehicle is used, but you only get like 5 to 10 mins notice. If it's a 4000 class it will show 4305 if it's 4005 etc. Maybe someone who knows more about the app can explain further.
Transit times + app shows which vehicle is used, but you only get like 5 to 10 mins notice. If it's a 4000 class it will show 4305 if it's 4005 etc. Maybe someone who knows more about the app can explain further.It uses the same feed which is rendered like this on the Adelaide Metro website, notice that wheelchair accessibility is shown as a 'feature' in the same way that an EMU is - this is not so obvious for buses where there are still a large number of discriminatory buses running around.
Just the same as real time indicators at train stations as well, one the other day told all and sundry that the next Outer Harbor train would arrive at Woodville in 2 minutes and it looked to have just come around the corner from the parklands and into Bowden! 8 minutes later it rolled up or there abouts anyway!
Those LCD screens on platforms are rubbish, they don't actually show the real time arrival of trains, just their scheduled departure, I found the only reliable source of information today was the old outdated speaker box that told me my train was going to be 4 minutes late, and guess what, it was actually was 4 minutes late.
All of those 'real-time' apps are rubbish - I use the one to catch trams at my nearest stop and it sometimes registers ghost trams that suddenly disappear when they're less than a minute from departure.
To the passengers there probably wouldn't be any noticeable difference afterall 4002-4006 have already been refitted to fix the quality issues of the previous railcars. Presumably the railcars will now be fully refitted to avoid having to go down to Dry Creek and they can enter the testing phase as soon as they are assembled.
When 4007 & 4008 enter service, it'll be interesting to see if there are any visible differences to 4002 - 4006.
Wasn't it suggested that the reason for the long delay in deliveries after 4006 was to rectify some design issues with the first sets. Wonder if the differences will be noticeable (or exist at all)?
I wonder the same thing - what (apart from the flooring) were there issues that held up the schedule for so long? At least it seems to be returning to somewhat of a regular schedule of delivery now.
Okay, thanks. Is ATP really that complicated? I would have thought on such an advanced train it would have simply been a matter of software.There would definitely be a hardware module to be fitted (source) and the MITRAC computers reprogrammed to talk to it - such safety-critical systems would obviously have a few more safeguards for making changes than a humble PC which self-installs drivers when you plug in a new printer.
Thanks for that interesting explanation -No. The whole point creating a standard is to allow inter-operabability across borders regardless of who installed the equipment. ETCS is ETCS regardless of who installed it.
Would it make any difference that the track-side system is Siemens and the trains Bombardier?
Perhaps someone could fill in those slow ones among us (me at least) what these abbreviations stand for and how or why these devices need to be changed?ATP is Automatic Train Protection, this is a non-specific term for any system which provides automatic protection as well as having the human driver in the loop, it prevents a train from speeding or from passing a signal where they were required to stop. ETCS is just one ATP system, there are over 20 others which all have their own acronyms like KVB, TVM, PZB, LZB, TBL and so on. ATP is important for making a railway safe, it is now recognised that you can't just rely on saying "we pay the drivers to obey the signals" because you're essentially betting on the lives of hundreds of people every time a train approaches any signal or change in speed limit.
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