Deleted
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Post by Deleted on Oct 24, 2006 11:42:42 GMT
Just out of curiosity, if a C stock train outside a depot suffers a failure that renders the unit unusable for passenger service (i.e. a slow speed defect), is the decision ever taken to do a bit of unit shuffling to put the unit elsewhere within the train or on another train, to get a usable unit?
For example, suppose a C stock train comes into Barking and the T/Op changes ends only to find that the cab windshield is broken. Would the unit be shuffled to put the broken windshield 'inside' the train?
(ISTR hearing about uncoupling of C stocks being done in Barking Sdgs recently...)
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Deleted
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Post by Deleted on Oct 24, 2006 13:22:51 GMT
Shuffling the units around and recoupling them in a different order is definitely not an easy option!
The example of a broken windscreen in Barking sidings is a tricky one as the train would AFAIK have to go all the way to Hammersmith for repair. Putting the "dud" unit in the middle of the train would need (if I've thought this through correctly) at least 7 shunt moves, some using the shunting panel which I understand is now out of commission on C stocks.
The only recent example of uncoupling of C stocks in Barking sidings I can think of is the train that spadded a shunt signal and managed to split the points. I believe that uncoupling the train was the only way to get it out of the way and fix the track. I presume the required shunting/coupling/uncoupling was done by the ERU.
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Colin
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Post by Colin on Oct 24, 2006 13:25:38 GMT
The recent 'split' in Barking sidings was following the result of an "incident". 'Splitting' the train was considered the best solution given the circumstances at the time.
The only time a driver would be expected to 'split' a train 'on the road' would be in a one under situation - if that was deemed the best way of dealing with the situation.
There are very, very few defects which would render the train un-movable - in this instance, the usual way out is a 'push out' (either using an assisting train, or another driver moving the train from the rear). The windsreens are toughened, so it's unlikely that it'd be too serious a problem (but the train would most likely be out of service as a result).
If a defect is bad enough to require a two car unit being removed, this would be done at Hammersmith depot.
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Post by Deleted on Oct 24, 2006 15:21:27 GMT
Shuffling the units around and recoupling them in a different order is definitely not an easy option! The example of a broken windscreen in Barking sidings is a tricky one as the train would AFAIK have to go all the way to Hammersmith for repair. Putting the "dud" unit in the middle of the train would need (if I've thought this through correctly) at least 7 shunt moves, some using the shunting panel which I understand is now out of commission on C stocks. Really? Why would they be out of commission? The only recent example of uncoupling of C stocks in Barking sidings I can think of is the train that spadded a shunt signal and managed to split the points. I believe that uncoupling the train was the only way to get it out of the way and fix the track. I presume the required shunting/coupling/uncoupling was done by the ERU. The recent 'split' in Barking sidings was following the result of an "incident". 'Splitting' the train was considered the best solution given the circumstances at the time. I am assuming here that you are both referring to the same incident. If so, then is this one of the few times that a train has been split for this purpose? The only time a driver would be expected to 'split' a train 'on the road' would be in a one under situation - if that was deemed the best way of dealing with the situation. There are very, very few defects which would render the train un-movable - in this instance, the usual way out is a 'push out' (either using an assisting train, or another driver moving the train from the rear). The windsreens are toughened, so it's unlikely that it'd be too serious a problem (but the train would most likely be out of service as a result). If a defect is bad enough to require a two car unit being removed, this would be done at Hammersmith depot. Back when the C stocks were introduced, would a 6-car train ever be uncoupled and the 4-car unit sent elsewhere, leaving the dud 2-car unit behind, until such time that the two could be reunited (i.e. after the fitters have attended)? |
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Colin
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Post by Colin on Oct 24, 2006 15:54:17 GMT
Really? Why would they be out of commission? Over to Solidbond on that one............... I am assuming here that you are both referring to the same incident. If so, then is this one of the few times that a train has been split for this purpose? It's a very rare solution - certainly not an everyday occurrance. Back when the C stocks were introduced, would a 6-car train ever be uncoupled and the 4-car unit sent elsewhere, leaving the dud 2-car unit behind, until such time that the two could be reunited (i.e. after the fitters have attended)? That's before my time, but I take it you are suggesting that a 4 car train would be run in passenger service? Even in the 'old days', I don't imagine it would have happend. It certainly wouldn't happen now. |
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Deleted
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Post by Deleted on Oct 24, 2006 16:25:21 GMT
Back when the C stocks were introduced, would a 6-car train ever be uncoupled and the 4-car unit sent elsewhere, leaving the dud 2-car unit behind, until such time that the two could be reunited (i.e. after the fitters have attended)? When D stocks were first introduced they ran some 3 car trains in the off-peak, so possibly C stocks may have run as 4 car trains. |
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towerman
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Post by towerman on Oct 24, 2006 17:59:37 GMT
Uncoupling off peak was stopped on the District well before the D stock was introduced and the R stock was remarshalled to 7 cars.The C stock has always ran as 6 cars in passenger service,the only time D stock ran as 3 cars was when the double enders operated on the ELL for a short while.
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Post by Deleted on Oct 24, 2006 18:14:19 GMT
Oh. I stand corrected.
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