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Luminator Destination Sign Software3/15/2021
Our mass transit systems include destination signs, next stop signs and infotainment.We also provide software systems to help you manage your data and CCTV systems for enhanced security for rail and buses.Our extensive industry experience and technology innovation expertise enable us to offer the most robust, high quality solutions for the transit industry.
Luminator Technology Group to Speak at APTAtech Transportation Technology Conference on Infotainment and Machine Learning September 11, 2019 Plano, Texas (Sept. Luminator Technology Group (LTG) announces the participation of its Vice President of Sales, Dan Kelleher, and Director of Business Development, Matt Siwek, at the APTAtech Transportation Technology Conference (APTAtech) in Columbus, Ohio, September 15-18. Kelleher and Siwek will join transit tech leaders to discuss the use of innovative technologies that impact ridership, passenger information, and safety. Automatic-setting rollsigns are common on many light rail and subwaymetro systems in North America. On the front sign, the bottom line of text changes every few seconds to list multiple destinations along the route. A SF Muni T Third Street light rail train with a Mylar roll headsign A destination sign (North American English) or destination indicator destination blind (British English) is a sign mounted on the front, side or rear of a public transport vehicle, such as a bus, tramstreetcar or light rail vehicle, that displays the vehicles route number and destination, or the routes 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 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. Contents Technology types Rollsign Flip-disc display Flap display Electronic displays LRT 1 LRV Coach 1016 See also References External links Technology types Several different types of technology have been used for destination signs, from simple rigid placards held in place by a frame or clips, to rollsigns, to various types of computerized, 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 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. Rollsign A rollsign on the MBTA Red Line in Boston. This sign has a hand crank to change the destinations displayed, but many rollsigns are motorized. A motorized rollsign changing 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 numberletter and destinations (or route name), which 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, 4 in the 1960s70s. Since the 1980s, they have largely been supplanted by electronic signs. A digital display may be somewhat less readable, but is easier to change between routesdestinations and to update for changes to a transit systems 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 2010s. ![]() 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. A rollsign-equipped trolleybus in Arnhem, Netherlands When the display needs to be changed, the driveroperatorconductor turns a handlecrank or holds a switch if the sign mechanism is motorizedwhich 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. Two types of light rail car on the MAX system in Portland, Oregon, both fitted with rollsigns, in 2009. This photo illustrates how rollsblinds allow use of color and of symbols, such as the airplane icon shown here. Automatic changing of rollsignblind displays, through electronic control, has been possible since at least the 1970s, but is an option that primarily has been used on rail systemswhere a metro train or articulated tram can have several separate signboxes eachand 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 drivers cabin. Luminator Destination Sign Software Code For TheBarcodes are printed on the reverse of the blind, and as 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 blindroll be changed. Although these sign systems are normally accurate, over time the blind becomes dirty and the computer may not be able to read 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.
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