Reader Comments:

Views expressed in submitted comments are that of the author, and not necessarily shared by Railnews.

• phil, Watford

  The biggest problem with driver-less trains Is safety when departing curved platforms.
  
  You cannot have platform edge doors on curved platforms as these mask the gap between the train and the platform which unavoidably occurs. The gaps between platform and train at stations such as Bank, Embankment and Farringdon for example are huge and would need station re builds and track re alignment to eradicate.
  
  There is no one point on a train at some platforms from where the whole length of the platform can be viewed without the use of cctv
  
  Assuming there are still to be staff on the train, unless that staff member were in the cab it would take an army or staff to monitor all platforms as trains depart stations, currently drivers are viewing up to eight pictures as they close doors and depart stations, using remote staff would result in an increase in staff numbers and reduce safety as anyone just staring at monitors for eight hours a day could not be expected to focus properly on the job at all times.
  
  The D.L.R. was built with straight platforms to allow cab-less operation, and even on there the operators sit at the front of the train at busy times, effectively in a cab with no door. D.L.R. systems would not work on the underground.

• Melvyn Windebank, Canvey Island, Essex

  One point I read about driverless trains for the Piccadilly Line was that Platform Edge Doors would need to be installed at all platforms served by these trains as is the case with a Metro line in Paris [and the Jubilee Line extension in London--ed.].
  
  If this were the case one would need to ask how much would this cost not just for doors but adapting stations with old platforms especially at Western end of line and whether this money would be better spend on lifts for step free access to sub surface stations instead ?

• James Palma, London

  New trains and upgrading the network takes time and believe it or not, money. Who is going to pay for these? The fare payer, so the fare payer, of which I am one, needs to put their collective hands in pockets to pay for improvements to their/our services. But the company needs to manage that money effectively.
  
  As such only a limited quantity of upgrading and new trains can be supplied at any one time, and to the best of my knowledge there are plans in place to upgrade the Bakerloo and Piccadilly, once the upgrading of the SSL network and trains is complete. Imagine doing all that work and testing new trains all at the same time, talk about disruption and throwing money away.
  
  And with regard to ordering trains without drivers cab? Not a problem.
  
  Central, Victoria and Jubilee line trains now drive themselves, with the driver basically pushing buttons to close the doors. Yes, there are arguments about other responsbiilities, but lets be realistic here, on a day to day basis, across the majority of the automatic network, that is what happens. The driver's role should be as it is on the DLR, where it is good to see a person behind the voice, who is approachable and is able to answer questions, immediately, not after wandering round a deep level station for ages, not sat in a dark cab behind a door, which people may not even realise is there and with a barrier between the tunnel wall and the cab side to stop people getting to the cab anyway!
  
  My argument is based on experience and very good knowledge of the LU system and its working, not bravado, or protecting my job, or making a statement politcally or otherwise.

• Melvyn Windebank, Canvey Island, Essex

  It's the failure of Mayor Boris to order any new underground trains since he became Mayor nearly six years ago that is now causing problems to decide on what to order next !
  
  The oldest tube trains are now on the Bakerloo Line but that line does not have a large passenger usage and so new trains for it can't be justified !
  
  The Piccadilly Line also needs new trains and usage justifying this but it would be a large order making orders for other lines less likely but with a combination of growth of users and modernisation that allows more trains to run than are available for service then more trains for Jubilee and Northern Lines ( with Battersea Extension and split of Northern Line upping further trains needed !). One possibility for Piccadilly Line might be to transfer Rayners Lane branch to District Line and order for "S" Stock trains if they will fit and change Piccadilly Line to largely run to Heathrow with part service to Ealing Broadway to replace District Line. One advantage would be all S stock operation between Rayners Lane to Uxbridge !
  
  So what to do - given Northern and Jubilee Lines use similar trains then a order for say 20 trains of the type now used might provide a solution but would such a small order be justified and at what cost?
  
  One radical solution would be a new larger fleet for jubilee line ( although doors that align with PEDS on JLE would be needed!) releasing current stock to up total on Northern Line and maybe replace Bakerloo Line trains?
  
  It looks like whoever becomes Mayor in two years time has not got the same benefits Boris got from Ken with new S stock and Victoria Line trains on order !
  
  With development of Crossrail / Thameslink schemes and expanded Overground perhaps its time to look at whether tube network needs reconfigured outline combining outer London above sections with main network and confinement of tube size trains to tunnelled sections ?
  
  One final thought I doubt if boasts of " not ordering trains with a drivers cab will soon be broken !".