34-406: R47 may refer to: R47 (London Underground car) R47 (South Africa) , a road R47: May cause birth defects , a risk phrase [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change
68-496: A button to flip them at the terminus, and one slot at the front, side and back of the bus respectively for the route number only. All buses with plastic signs were retired in 2017 upon completing 18 years of service. In the United States, the first electronic destination signs for buses were developed by Luminator in the mid-1970s and became available to transit operators in the late 1970s, but did not become common until
102-529: A fleet of Optare Solo SRs were put into service on the Hampstead Garden Suburb routes with LED displays fitted in 2017. Plastic signs are inserted by the driver into the slot at the front of the bus before a service run. In Hong Kong, plastic signs had been used since the mid-1990s on Kowloon Motor Bus (KMB) and Long Win Bus (LWB) buses to replace rollsigns on the existing fleet, and became
136-702: A frame or clips, to rollsigns , to various types of computerized, and more recently electronically controlled signs, such as flip-dot , LCD or LED displays. All of these can still be found in use today, but most transit-vehicle destination signs now in use in North America and Europe are electronic signs. In the US, the Americans with Disabilities Act of 1990 specifies certain design criteria for transit-vehicle destination signs, such as maximum and minimum character height-to-width ratio and contrast level, to ensure
170-528: A single two-car unit. This left 21 cars (all of R47 type) spare that were sent for scrap. Twenty-one cars were withdrawn between October 1971 and February 1972 as a result of the reformation into 7-car trains and others were withdrawn between 1971 and 1982 due to fire damage. General withdrawal began in March 1981 and was completed in March 1983. The Athens-Piraeus Electric Railways showed interest in purchasing 60 cars of R stock, for use in five-car trains, since
204-404: A standard equipment until 2000 when electronic display became mainstream, with the exception of single decker buses, presumably because the number of destinations in the network was so large that rolling the destination between every trip was impractical. These buses were equipped with a destination sign slot which 2 plastic destination signs could be placed in it, such that the driver could press
238-426: Is a sign mounted on the front, side or rear of a public transport vehicle, such as a bus , tram/streetcar or light rail vehicle , that displays the vehicle's route number and destination, or the route's number and name on transit systems using route names. The main such sign, mounted on the front of the vehicle, usually located above (or at the top of) the windshield, is often called the headsign , most likely from
272-414: Is attached to metal tubes at the top and bottom, and flanges at the ends of the tubes are inserted into a mechanism which controls the rolling of the sign. The upper and lower rollers are positioned sufficiently far apart to permit a complete "reading" (a destination or route name) to be displayed, and a strip light is located behind the blind to illuminate it at night. When the display needs to be changed,
306-523: Is turned by the vehicle operator at the end of the route when reversing direction, either by a hand crank or by holding a switch if the sign mechanism is motorized. These rollsigns were usually made of linen until Mylar (a type of PET film) became the most common material used for them, in the 1960s/70s. They can also be made of other material, such as Tyvek . In the 1990s rollsigns were still commonly seen in older public transport vehicles, and were sometimes used in modern vehicles of that time. Since
340-402: The 1970s, but is an option that primarily has been used on rail systems—where a metro train or articulated tram can have several separate signboxes each—and only infrequently on buses, where it is comparatively easy for the driver to change the display. These signs are controlled by a computer through an interface in the driver's cabin. Barcodes are printed on the reverse of the blind, and as
374-404: The 1980s, they have largely been supplanted by electronic signs. A digital display may be somewhat less readable, but is easier to change between routes/destinations and to update for changes to a transit system's route network. However, given the long life of public transit vehicles and of sign rolls, if well made, some transit systems continue to use these devices in the present day. The roll
SECTION 10
#1732790168949408-495: The 1980s. These are known as flip-disc, or "flip-dot", displays. Some transit systems still use these today. Another technology that has been employed for destination signs is the split-flap display , or Solari display, but outside Italy , this technology was never common for use in transit vehicles. Such displays were more often used at transit hubs and at airports to display arrival and departure information, rather than as destination signs on transit vehicles. Starting in
442-469: The addition of a second two-car unit. A maximum of 36 eight-car trains could be formed, with the remaining 15 running as six-car. Initially the R Stock trains were painted red, to match the O, P and Q Stock trains, but one eight-car train of R49 stock was left unpainted, as an experiment. The R59 stock was also unpainted; the R38/3 stock that was converted to run with it was painted silver-grey to match. Since
476-494: The cars were built and converted in three batches between 1949 and 1959. The cars were driving motors (DM) or non-driving motors (NDM), there being no unpowered trailers. The second batch, introduced in 1952, was constructed from aluminium, saving weight and one train was left unpainted as an experiment. Considered a success, trains were left unpainted or painted white or grey to match in 1963–68. Originally designed to operate in trains with six off-peak and eight cars during peak hours,
510-422: The computer rolls the blind an optical sensor reads the barcodes until reaching the code for the requested display. The on-board computer is normally programmed with information on the order of the displays, and can be programmed using the non-volatile memory should the blind/roll be changed. Although these sign systems are normally accurate, over time the blind becomes dirty and the computer may not be able to read
544-562: The destination shown on the blinds & a manual override using a crank. The blind system is integrated with a system controlling announcements & passenger information, which uses satellites to download stop data in a sequential order. It uses GPS to determine that a bus has departed a stop, and announce the next stop. As of 2024, TfL no longer require McKenna-brand motorised blind system installed on London Buses, with most operators ordering new vehicles with McKenna-brand Mobitec 'Luminator' LED displays or Hanover high-density LED displays after
578-536: The dimensions of that system were similar to the District Line, but the deal fell through. They were replaced by the new D78 Stock , except on the Edgware Road - Wimbledon route, where shorter platforms necessitated the use of C Stock . Three vehicles have been preserved. Rollsign A destination sign (North American English) or destination indicator / destination blind (British English)
612-420: The driver to write the route number and the destination text through a keypad if required). In many systems, the vehicle has three integrated signs in the system, the front sign over the windshield, the side sign over the passenger entrance, both showing the route number and destination, and a rear sign usually showing the route number. An internal sign, that could also provide different kinds of information such as
646-501: The driver/operator/conductor turns a handle/crank —or holds a switch if the sign mechanism is motorized—which engages one roller to gather up the blind and disengages the other, until the desired display is found. A small viewing window in the back of the signbox (the compartment housing the sign mechanism) permits the driver to see an indication of what is being shown on the exterior. Automatic changing of rollsign/blind displays, through electronic control, has been possible since at least
680-417: The early 1990s, and becoming the primary type of destination sign by the end of the decade, electronic displays consist of liquid crystal display (LCD) or light-emitting diode (LED) panels that can show animated text, colors (in the case of LED signs), and a potentially unlimited number of routes (so long as they are programmed into the vehicle's sign controller unit; some sign controller units may also allow
714-502: The fact that these signs are located on the front, or head, end of the vehicle. Depending on the type of the sign, it might also display intermediate points on the current route, or a road that comprises a significant amount of the route, especially if the route is particularly long and its final terminus by itself is not very helpful in determining where the vehicle is going. Several different types of technology have been used for destination signs, from simple rigid placards held in place by
SECTION 20
#1732790168949748-586: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=R47&oldid=1120868283 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages R47 (London Underground car) The London Underground R Stock electric multiple units were used on London Underground 's District line from 1949 to 1983. Composed of new cars and converted Q38 Stock trailers,
782-440: The markings well, leading occasionally to incorrect displays. For buses, this disadvantage is outweighed by the need (compared to manual) to change each destination separately; if changing routes, this could be up to seven different blinds. Automatic-setting rollsigns are common on many light rail and subway/metro systems in North America. Most Transport for London buses use a standard system with up & down buttons to change
816-554: The most noticeable differences between the R38 Stock and the rest of the R Stock fleet was that the R38 cars featured four small windows in the central saloon between the double doors, whereas the R47, R49, and R59 cars featured just two larger windows in the same location. All R Stock cars seated 40 passengers, however whilst the R38 cars featured two sets of transverse seats in the centre bay,
850-479: The rest of the fleet featured just one set of transverse seats, and more longitudinal seating. Cars were formed into semi-permanent units and when first placed in service, these were either four-car units with the cab at the west end (DM-NDM-NDM-NDM) or two-car units with the cab at the east end (NDM-DM). For off-peak service, one unit of each type was coupled together to form a six-car train, whilst at peak times, several such trains would be lengthened to eight cars by
884-481: The signs are sufficiently readable to visually impaired persons. In the 2010s, LED signs have replaced flip-dot signs as the most common type of destination sign in new buses and rail transit vehicles. For many decades, the most common type of multiple-option destination sign was the rollsign (or bus blind , curtain sign , destination blind , or tram scroll ): a roll of flexible material with pre-printed route number/letter and destinations (or route name), which
918-672: The trains were reformed as fixed seven-car trains in 1971. R Stock trains were replaced by the D78 Stock and withdrawn between 1981 and 1983. After World War II it was decided to replace the London Underground trains that remained with hand-operated sliding doors. R Stock was ordered to replace such trains on the District line and the LPTB considered 200 cars were needed, but due to the shortages of labour and materials following
952-479: The trains were regularly reformed between 6 and 8 car lengths it became usual to see trains of mixed red and silver formation, so in 1963–68 all the red R Stock trains were repainted white to match the unpainted aluminium cars. The coupling between two units was of the Wedglock type, and one of these was fitted at the eastern end of all units and at the western ends of the two-car units. Coupling of two units
986-414: The transfer of Q stock trailers to increase the length of Circle line trains to six cars. Although visually similar to the R Stock trains there were some differences from the O , P and Q Stock trains. These included external 'door open' indicator lights, roller destination blinds , fluorescent lighting and a modified way of displaying the internal advertisements and District line route maps. One of
1020-421: The war only 143 new cars were authorised. Some Q stock trailers that had been built in 1938 were converted into R Stock driving motor (DM) cars. The new cars were designated R47 and built by Birmingham RC&W and Gloucester RC&W and the 82 Q Stock trailers converted by Gloucester RC&W from Q38 trailer were designated R38/1. The first car arrived in 1949 and entered service in 1950. A second batch
1054-544: Was a bar coupling between cars, which could only be uncoupled in a workshop. In 1962/63 one train of R stock featured in early trials of automatically driven trains, prior to the larger scale trials on the Central Line which preceded the use on the Victoria line . These trials involved the one eastbound District Line train travelling in automatic mode between Stamford Brook and Ravenscourt Park stations. In 1971 it
R47 - Misplaced Pages Continue
1088-466: Was automatically achieved by driving the two together. To uncouple two units, an uncoupling control was operated in one of the cars adjacent to the coupler. Two-car units had this in the driving cab, but four-car units, having no cab at the eastern end, were provided with a key-operated control on the outside of the car end. The four-car units had a Ward coupler at the western end, because this end would not normally need to couple. In both types of unit, there
1122-441: Was decided to abandon the practice running trains with six cars off-peak and eight cars during the peak; instead all District line trains would be seven cars in length. 36 of the four-car units were reduced to three cars; these units would in future always be coupled to two two-car units to form a seven car train. The remaining 15 four-car units were lengthened to five cars by adding one of the released cars; these units would work with
1156-467: Was ordered to allow the F Stock to be transferred to Metropolitan line and so allow the Circle Stock to be withdrawn. The 90 new R49 cars were constructed from aluminium and built by Metro Cammell , reducing the weight of a train by 5.4 long tons (5.5 t; 6.0 short tons). An eight car train from this batch was unpainted as an experiment. A third batch of 20 R59 cars, 13 new, was built to allow
#948051