Jubilee Line's platform edge doors

The platform edge doors, he says, work in a similar fashion to the platform screen doors installed on the Elizabeth Line. They differ in that while the platform screen doors go from the platform to the ceiling the platform edge doors do not.

Nick explains: “I think that the systems themselves are pretty much the same. The train reports its presence to the signalling system, which is communicated with the platform edge doors. They cannot open without the correct signals.”

The platform edge doors are fitted to the full length of the platform, with 28 doors per platform. Eight stations are equipped with the platform edge doors: Westminster, Waterloo, Southwark, London Bridge, Bermondsey, Canada Water, Canary Wharf and North Greenwich. Seven stations have 56 doors while North Greenwich has 84 because it has three platforms. One station, Westminster, has its platforms on different levels and these are also curved. The remaining six are all island platforms.

Access, Nick explains, is vital. As part of its maintenance contract, Knorr-Bremse Rail Systems provides cover 24 hours a day, seven days a week, every day of the year other than Christmas Day. However, Knorr-Bremse Rail Systems must also take into consideration that the Jubilee Line is one of the London Underground lines which operates Night Tube services at weekends, when, traditionally, maintenance would otherwise be undertaken.

Initially there was a lot of concern regarding maintenance access when Night Tube services were first announced, says Nick, however, that has soon been alleviated. “We have an emergency rectification procedure and London Underground will provide us with a 10-minute slot between trains to repair a door to a satisfactory standard before we can carry out larger repairs after the weekend.”

The experience and performance of Nick and his team in maintaining the platform edge doors to a high standard is such that he says the Line Controller, who is in charge of the whole London Underground network, trusts the Knorr-Bremse Rail Systems staff to undertake their tasks accordingly, including having to change plans at short notice. “The reaction is ‘you know what you’re doing, just keep us informed’,” says Nick. “Like most things in life it’s about relationships. We’ve got a very good relationship with the people we deal with within London Underground.”

“We control our own access and that is through the fact that we have built up that trust, expertise and reliability. We work with London Underground as it is in their interest to keep the service going at 100% and what I’ll say is: ‘we will go and look at the door and if there is a problem we will be back at night.”

Safety is paramount for Nick, and he instils this way of thinking into his 12-strong team. “We have a small window, maybe four hours when there is no Night Tube, although that can also be reduced to two at Canary Wharf and North Greenwich, so we have to get it right. There are procedures to turn the traction current off so it can be about 01.45 before we can start in the morning.”

North Greenwich has three platforms and Nick’s team is able to keep passengers moving through the station even where there are 15,000-plus people leaving the O2 Arena. It has reached the point that the Knorr-Bremse Rail Systems staff no longer know when there is an event at the arena, such is the reliability of the platform edge doors.

Nick says of the platform edge doors he looks after: “They have a 40-year lifespan and will make that, easily. They also still look very modern. We have also made them very reliable through various improvements and enhancements we made in their early days.”

In 2005, when the Jubilee Line trains were extended, Nick and his team had to increase the number of doors in operation. These were already in place but were locked out of use. Getting them ready for use required ensuring the correct equipment was in place, that it was reliable and that they could operate when the first trains entered traffic.

Another change he is proud of is around accessibility. Nick explains: “Before Covid-19 we took a step-free access project. The doors were out of tolerance for accessibility and two per platform had to be level with the train floor. My team did this. We came up with the modification and worked so well that London Underground let us get on with it. The relationship is key.”

Much like other work that must be undertaken while Night Tube is running, the window of opportunity for access was small, but the project was achieved.

Nick’s story is one of longevity. In total, he has been with Knorr-Bremse Rail Systems (and Westinghouse before that was acquired) for 36 years. “All my family worked there since it opened in 1900. I remember as a child we would walk to meet my Dad who was working there. It’s a good company, it really is, it’s really pushing forward. They appreciate you and look after you.”