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When the software meets the hardware
Basil Jet wrote:
On 23/01/2019 19:31, Anna Noyd-Dryver wrote: wrote: Toilets don't need to be software controlled in the first place. Only teams trying to justify their jobs would make them so. It could be controlled by a box of relays, I suppose, but it wouldn’t necessarily be more reliable and there’d still have to be a computer interface for fault reporting. Isn't the point of it that the PIS systems all the way down the train report which toilets are vacant? IETs don’t have that feature. In any case, that could still work if the toilet (not the PIS) was controlled by a box of relays. Anna Noyd-Dryver |
When the software meets the hardware
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When the software meets the hardware
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When the software meets the hardware
In message , Optimist
writes Go away, pest. Complaint sent. I assume, if, like me when these posts first arrived, you responded to "Complaints-To: " you'll be told by Google that you aren't authorised to complain !!! -- Bryan Morris |
When the software meets the hardware
On Wed, 23 Jan 2019 19:31:06 -0000 (UTC)
Anna Noyd-Dryver wrote: wrote: Toilets don't need to be software controlled in the first place. Only teams trying to justify their jobs would make them so. It could be controlled by a box of relays, I suppose, but it wouldn’t Why does it need even that? A purely mechanical flush would work fine. Its not as if the train is doing barrel rolls. necessarily be more reliable and there’d still have to be a computer interface for fault reporting. Why is fault reporting required? People generally won't use a broken toilet and the sorts who will will just **** up the wall if its closed anyway plus the cleaners can simply check them in the evening and report if they're not working. Not everything needs to be computerised or have some sort of monitoring system built in. |
When the software meets the hardware
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When the software meets the hardware
wrote:
On Wed, 23 Jan 2019 19:31:06 -0000 (UTC) Anna Noyd-Dryver wrote: wrote: Toilets don't need to be software controlled in the first place. Only teams trying to justify their jobs would make them so. It could be controlled by a box of relays, I suppose, but it wouldn’t Why does it need even that? A purely mechanical flush would work fine. Its not as if the train is doing barrel rolls. The vacuum flush saves water and retention tank capacity and allows the train to run a whole day (or maybe two, for those which outstable) without tanking; HSTs are tanked at every terminus and still run dry. 323s last a day, usually, except when there was a leaky valve. 323 tanks overflow onto the track when full, though, which is no longer allowed - so the toilet needs to be able to lock itself out of use when the tank is full. If it’s the Universal Access Toilet, it can lock the door out of use when the toilet is out of use, too. necessarily be more reliable and there’d still have to be a computer interface for fault reporting. Why is fault reporting required? So that Hitachi can be notified that there’s a problem and send a fitter out; or at the very least see a pattern of recurring faults and investigate the underlying fault, rather than just press the reset button every night. (Whether these things actually happen is another matter!) People generally won't use a broken toilet On 800s the smaller toilets with the manual doors which therefore can’t lock themselves out of use, generally get filled to the brim with **** before people stop using them. HSTs and 323s, however, I’ve seen clogged and blocked to the brim with excrement and paper, which (a) stinks (b) is difficult to clean (for HSTs it requires an extra shunt to the siding with the flushing apron and application of hosepipe to either end of the pipe until it’s cleared; that could be the difference between several sets leaving depot on time in the morning or not). and the sorts who will will just **** up the wall if its closed anyway Good job the toilet can lock itself OOU then. plus the cleaners can simply check them in the evening and report if they're not working. Yes, and the same fault reoccurs the next morning. Not everything needs to be computerised or have some sort of monitoring system built in. No, but if it can predict faults before they occur (eg, that door/set of points is taking longer and longer to move, send someone to check it out) then that’s an advantage, surely? Anna Noyd-Dryver |
When the software meets the hardware
On Thu, Jan 24, 2019 at 05:22:22PM +0000, Someone Somewhere wrote:
[on why train bogs should be techno-bogs] I suspect it's not just the bog itself (which is easy as you say), but: 1. The lights and any interlocking between them and the door / lock Solved by having modern low-energy LEDs, always on 2. The occupied light outside A mechanical switch in the mechanical lock. 3. The occupied light somewhere else in the carriage Wired in parallel with the prior light and both controlled by the same switch. 4. Any sensors in the toilet - smoke, fire, excessive moisture etc I really really hope that the fire alarm is *not* controlled by a computer. 5. Emergency alarm pull I really really hope that that isn't controlled by a computer either. Or if it is then there shouldn't be anything in the bog itself except a switch or two. 6. Overstay alert What are the benefits of this? I can certainly see that there are some, but do they outweigh the costs of false alarms and of taking the bog out of service when the techno- part of the techno-bog metaphorically ****s its silicon pants? -- David Cantrell | Pope | First Church of the Symmetrical Internet Godliness is next to Englishness |
When the software meets the hardware
On 24/01/2019 18:13, Chris J Dixon wrote:
I was involved in planning work on a trial system to be fitted in place of an inboard retention tank (which was abandoned once the real cost/benefit figures began to emerge). This was very similar to the kit used on submarines, and was essentially a bio-digester, which produced clean water of a quality suitable for flushing, thereby much extending the service intervals. I think India and Russia use something like that on some /very/ long distance trains. -- Arthur Figgis Surrey, UK |
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