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Post by domh245 on Feb 1, 2018 18:44:11 GMT
Assuming that the document I've got is correct (possibly not as it is dated 21/01/2016) and I am interpreting it correctly Watford is part of SMA13, which covers Moor Park to Amersham/Chesham/Watford. The other 2 SMAs after SMA11 are SMA 12(Parsons Green - Wimbledon) and SMA14 (West Harrow - Uxbridge)
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Post by domh245 on Jan 31, 2018 21:14:55 GMT
I'd expect that there will be an auto-close system as seen on pretty much all other modern mainline stock, and the S stock, where the doors close automatically after a period of time to keep the Air Conditioning effective. When the driver presses the doors close button in the cab, any open doors should then shut simultaneously.
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Post by domh245 on Jan 25, 2018 11:59:44 GMT
This article suggests that the funding agreement had to be in place by 31/12/2017 otherwise they'd run into problems with the TWA. It is of course now almost a month later, but we are not told when Mr Harrington raised the extra money (although it would seem he came in £0.4 million short based on the phrasing used in the article!)
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Post by domh245 on Jan 19, 2018 16:53:38 GMT
Apologies, has been a long week and corrected. No worries, it's always interesting to see information about things which we might not usually see. I don't think he means 25 kilometres etc, more likely to be 25k miles! Took me a few moments, but yes I'm thinking it's thousands of miles not kilometres! I had considered that it might have been miles, but then again as far as I'm aware, LU measure all their distances in km, and under resignalling of the Jubilee, Victoria, Northern, and Central lines, all of speeds were redone in km/h, so it'd be odd for a railway that is moving towards metric to stick with imperial measurements for some aspects of operation.
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Post by domh245 on Jan 19, 2018 15:28:12 GMT
Bit of a random one; can anybody tell me what exams etc Underground stock routinely goes through and how often etc? I know on the mainline you have A exams, B exam, C exam and so on, but I don't know anything about Underground exams. Any info on what exams involve and how often they have to be carried out would be interesting! Thank you! The S-Stock exams are now based on mileage and there is the following exams: A, B, C, L, R, S, X and Y exams. A, B, C's are done every 25km and they cover your basic shoes, brake blocks, gauging, underframe and general inspection, hvac filters and other things like smoke detection, door operation and some other minor testing. L & X exams, every 150km and they cover things like gear box oil change, motor greasing, lubrication, various testing of the pneumatic systems and more involved testing and inspection that you wouldn't normally do on an A, B, C exam such as splitting the gangway bellows. R exam, also done at 150km is like an interim door exam, where various tests are performed to check the doors are operating within spec and things such as sensitive edge are tested. S exam at 300km, R exam plus the mechanical components are lubricated and greased and a more in-depth inspection is done such as door geometry. X exam also at 300km, mostly cleaning of ACM/MCM areas, heaters and changing out the filters for air dryer. 000s km surely?
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Post by domh245 on Jan 17, 2018 0:31:19 GMT
Would that be at a reduced speed, given that the interlock would have to have been cut out to get it to move with a door open? No, its at "line speed" although you drop to 20kph going through platforms Fair enough, I can see why it might be described as an interesting experience then!
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Post by domh245 on Jan 16, 2018 23:32:22 GMT
It should be noted that if the reverse is true - I.e. a door cannot close - the train will immediately be withdrawn and staff will ride in the open doorway to depot. It's quite an interesting experience. 😉 Would that be at a reduced speed, given that the interlock would have to have been cut out to get it to move with a door open?
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Post by domh245 on Jan 12, 2018 15:26:56 GMT
It seems it didn't get past Woodgrange Park, left Barking 38 minutes early but arrived Woodgrange Park 30 minutes late, took over an hour and a quarter to do a 4 minute journey? It made it all the way to Gospel Oak from Barking last night. Once the very long stop at Woodgrange Park was sorted it was pretty much normal timings all the way. Link to the run:- www.realtimetrains.co.uk/train/K96316/2018/01/12/advancedThat link shows that the train didn't continue past Woodgrange park, otherwise the "Realtime" column would have the times shown in bold, and with descriptions (30L, RT, 2E, etc) next to it. Unless of course you are privy to internal information about the train making it to Gospel Oak, coupled with the train picking up a new headcode (or the data feed going awry in some otherway) after Woodgrange Park
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Post by domh245 on Jan 12, 2018 10:16:30 GMT
A- Wimbledon?
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Post by domh245 on Jan 11, 2018 17:20:51 GMT
As brakes probably rank high in the eyes of any rail safety body - presumably as part of Network Rail - RAIB would at the very least monitor developments. In the interim I assume the maintenance records, for at least the affected unit, will be checked to see when that component last had attention and determine if that intervention might have contributed to it becoming detached or if a design flaw lies behind this incident and might be a prelude to the whole fleet needing modifications to prevent a recurrence. I'd be amazed if it were a design flaw. AFAIK the bogie on the 378 is common to all types of electrostar and has been around since the late 90s, and has lineage beyond that to the early 80s (in the form of the BREL T3 bogie) and potentially beyond. If it were an actual design flaw with the bogies (as opposed to maintenance regimes etc not being followed), it'd have shown up by now.
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Post by domh245 on Jan 11, 2018 13:04:45 GMT
They are running a test train tonight It seems that they've been running test trains before then as well. This page shows what appear to be a number of test trains, shuttling back and forwards between Temple Mills and Gospel Oak (including a Jaunt to Seven Sisters) before one heads off to Barking (thence East Ham depot). That said, none of them seem to have actually made it to Gospel Oak yet. This tweet indicates that it is 378211 doing the honours (having seemingly been hauled from New Cross)
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Post by domh245 on Jan 11, 2018 9:34:00 GMT
I understand that specifically, it was a brake caliper was found on the track at Shoreditch.
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Post by domh245 on Jan 10, 2018 22:52:43 GMT
www.traintesting.com/Loadbank.htm says that Class 90s were used prior to that (including to Heathrow Terminal 4). The same website indicates that the 86/9s are currently in store, so what is used these days I don't know. One is being raided for parts having been rescued from Rotherham, the other was stored in Rotherham for a longer period of time, with inevitable consequences!The Liverpool - Manchester scheme used 390s, but as noted in the link from traintesting that you've provided, it's mainly to do with return currents and the effects of them on the infrastructure, or more pertinently with modern AC motored traction, if the return currents will interfere with any of the trackside electronics. That's why the 390s saw use on the Liverpool - Manchester route, because they were/are occasionally diverting along that route to get to Liverpool if engineering works are preventing the usual route from being taken. From what I understand, there is no need to Stress Test the supply Similarly with Great Western, no special load bank vehicles were used, just the trains that'll be operating along it, namely some 387s and some 800s, which did highlight some issues with the 800s and the signalling systems, but that's all been resolved, for now. I'd expect that the GOBLIN will simply just be tested by MENTOR (to check that the overhead is in the right place, the right tension, etc) and then some 710s
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Post by domh245 on Jan 1, 2018 15:26:43 GMT
St Pancras high level only has 4 platforms! It can struggle at times to cope with the current MML service levels and there are serious doubts about its ability to cope with many more trains. Moreover the MML is pretty full south of Bedford too, and is a strategic freight route handling aggregates from the midlands. Given the Corby trains will be EMUs (compared to Meridans - which can in theory start as 2 shorter units combined as one train from / to St Pancras then split / join at Kettering making the service an extension of Thameslink from Bedford does make logistical sense. Longer term then maybe a variant of the 800s (which can come as short and long sets) will be the answer as that could split / join at Kettering. The turnaround times at St Pancras are generous, to say the least. The fast Nottingham services occupy a platform for an hour or so, whilst the rest of the services (fast and slow Sheffields, slow Nottinghams, and Corbys) are all around half an hour, although these are being tightened up from this May I think. There is no reason why the meridians can't portion work, other than a lack of stock to do it (assuming that was your point). The problem with being an extension of Thameslink is that the stock through the core has to be identical (for platforming and ATO reasons) so it's 700s or nowt. For the Corby services, you don't need anything as glamorous as an 800, a fairly ordinary 110mph EMU with a premium interior (2+2 comfy seating, reasonable leg room, etc) is more than enough
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Post by domh245 on Dec 29, 2017 17:55:17 GMT
For about the third or fourth time, Thameslink can't be extended to Corby - there simply isn't enough rolling stock. It'll almost certain end up with a premium emu fleet (something like the Stansted express units that will be coming off lease is often mooted, although there's a chance of new build as well)
As for the rejigging of stops, there are a few different explanations. The removal of the Wellingborough stops from the long distance services is most likely down to the impending arrival of poorer performing bi modes on the long distance services (following cancellation of the electrification north of Kettering) so they need to miss out stops to keep timings - there's also the fact that the Corby services will have higher capacity trains to serve those stations so why fill the longer distance services with them.
Similarly for the Bedford/Luton stops being removed - a) there is a frequent, high capacity service serving those stations - leave the long distance services for those coming from Nottingham/Derby/Sheffield/Leicester. And b) the Thameslink program - you can't realistically timetable slow accelerating 125mph trains between 100mph quick accelerating trains, and the view of the DfT is that Thameslink is sacred.
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Post by domh245 on Dec 21, 2017 14:15:32 GMT
For the benefit of those of us, like me, who are not familiar with present 315 allocations, were these TfL Rail or London Overground units? (Equally, when the time comes, would it be possible to have an indication of which of the two operators they are being withdrawn from as well as the numbers please?) London Overground only have units 801 - 817, the rest (818-861) are all TfL Rail sets. Another factor that should help clarify the difference at this stage is the lack of LO replacement units to enable their 315s to be withdrawn - only the TfL Rail/Crossrail units have been delivered for passenger use so far
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Post by domh245 on Dec 21, 2017 10:15:54 GMT
Between West Brompton and Imperial Wharf?
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Post by domh245 on Dec 20, 2017 22:29:57 GMT
Anyone got any photos of these Crossrail mock ups at Liverpool Street or Paddington? Even better, spsmiler has got video of it!
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Post by domh245 on Dec 19, 2017 17:25:32 GMT
one other thought - how are services going to be structured. The map as is seems to imply that the Elizabeth (God bless Her Majesty)[1] Line runs from Heathrow to the two eastern termini only. How are they going to indicate the fact that unlike (eg the Northern Line), it doesn't stop at the end stations marked. With LO stuff, they avoid the issue with trains out of Euston by having LO as a separate branded service, so you can't accidentally catch an LO train to Glasgow (yet...). Will there be bemused oystercarders washing up in Reading? [1] I am of course standing to attention when I type this bit, and humming the national anthem...[2] [2], I am of course being silly, but naming it after a serving monarch does raise some interesting questions about proper title and style. Will other trains be obliged to stand up when it comes in. And you mustn't turn your back on the monarch either... In December 2018, it will only be running between Heathrow and Paddington (starting may 18), Paddington and Abbey wood, & Liverpool Street and Shenfield. May 2019 is when the Shenfield services start going through the core, and then finally in December 2019, the western services will start running to/from reading and into the core. Once fully launched, the anticipated map will look something like this. Bemused oystercarders washing up in reading needn't worry as there should be oyster card reader in place by the time services start operating.
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Post by domh245 on Dec 15, 2017 17:31:59 GMT
RVAR applies to light rail, for the mainline it's the PRM-TSI (Persons with Reduced Mobility - Technical Specifications for Interoperability, but no I don't think there's any major reason for that to be a reason beyond a few cases (notably any class 142s and 153s) - programs exist for making existing stock compliant, and whilst it may be touch and go with getting them all done by 2020 in some cases (or completely missed in the case of the East Midlands HSTs) The real advantages to new stock is that in many cases it is simplifying fleets from several types into just one (and associated savings in maintenance, training, etc), replacing stock that is getting towards the end of it's life (for example the 317s, 455s, 507/8s etc will all be the best part of 40 years old when they retire, and lack several features that you would expect as standard nowadays - air con, plug sockets, wifi, etc), or it is simply cheap and a better deal to lease than existing stock. We're seeing a number of train building facilities pop up now, CAF are building a facility in Newport, Alstom have got a site in Widnes that's currently painting pendolinos but could build things if they get an order, Hitachi have Newton Aycliffe and Bombardier have Litchurch Lane, and then you also have Talgo who've said that they'd build a plant in the UK if they get orders for the UK (+Vivarail at Long Marston). That's a lot of capacity to fill, and one of the best ways to fill them is to sell your trains cheap
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Post by domh245 on Dec 15, 2017 16:44:16 GMT
Is the DRAT ready to take over? The District Line doesn't have a RAT But you would hope that the D-Stock RAT will be ready within 9 months.
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Post by domh245 on Dec 15, 2017 16:42:39 GMT
The new stock will only be displacing the 350/2s (which are expensive to lease by most accounts), the class 323s (which are getting on a bit with outdated equipment, much like the 92TS), and their older diesel stock, classes 150, 153, and 170 (which are just old/older). In addition to the new build trains they are taking on the London Overground 172s, as well as the Transpennine 350s, and a few D-Trains as well.
You're right about the large amounts of displaced stock though, at least in terms of EMUs, it's becoming a national trend. The older EMUs (317s, 321s, 323s) are all pretty poor offerings compared to modern stock, so they'll all be destined for a one way trip to a scrap yard (or maybe turning into Flex units with regards to 323s). The more modern EMUs (350/2s, 360, 379s etc) are a bit more difficult, by all accounts they've got plenty of life left in them, but there seemingly isn't any interest in them. Any spare DMUs in the current climate are always going to have plenty of potential operators, sprinter units can always find themselves with Northern or East Midlands, joining other fleets (ie 150s at Northern, 150s, 153s, 156s at either), and turbostars will be very welcome at XC.
It does seem to be the case that the way to win a franchise at the moment is new fleets of trains and DOO, it's a combination of the way DfT are assessing bids, and the fact that Rolling Stock seems to be cheap at the moment for whatever reason.
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Post by domh245 on Dec 12, 2017 15:12:25 GMT
As for the dead sections, that's a current proposal for a few places . Are there not also dead sections in order to electrically isolate substations from each other? As Chris M says, they do exist, and are known as neutral sections, but they're not really something you want to put in every time you have a low bridge. There are already signs for raising and lowering the pantograph - used almost solely on HS1. It consists of a pair of solid white shapes, each resembling the cross section of a plano-concave lens, against a square black background with a white border (or pictographically image 18.21 on this page). If they're horizontal, lower the pantograph, if they're vertical, raise it.
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Post by domh245 on Dec 12, 2017 13:21:09 GMT
Presumably the Southern region electric locos just relied on human observation for changeover. I think so - Although if the shoes didn't remain live when the pantograph was raised the loco couldn't have got far from the sidings! (I understand the 313s originally had speed limiters when running on dc, to prevent overspeeding in the tunnel sections - perhaps the same idea could have been used on the SR electrics to prevent this, or at least remind a driver to lower the pantograph before leaving the sidings fitted with overhead wires. Here is an example of an SR electriv using the overhead www.hornby.com/media/tinymce_upload/FAVERSHAM_1976-COLOUR_0304.JPGThe battery technology for that already exists. I suspect the answer to the panto issues would be to develop some method of telling the train to lower the pantograph at a given point and raise it at another one. I thought this was already done in a few places, by having dead sections where the wire has to be too close to the underside of a bridge or other obstruction to provide sufficient clearance to avoid flashover. The wire itself forces the pantograph down. The class 313s (or at least, those operated by Great Northern) so still have a 30mph speed limiter on DC, as they don't need to go any faster than that in the tunnels. As for the dead sections, that's a current proposal for a few places (Steventon Bridge on the Great Western for example), but as far as I can tell, it isn't used anywhere on the network at present. There was the historic practice of having sections that were live at 6.25kV instead of 25kV in places of limited clearance but they didn't last long. It also rather defeats the point of ducatisti 's suggestion about not needing to wire up crossovers and points, for which the mechanical arrangement is complex but electrically simple (generally speaking), although the point about bridges still stands, provided that you don't end up with severe contact wire gradients. As for the automatic raising and lowering of pantographs, I think that this can already be done automatically through the use of balises and might be a part of the system being installed in the Thameslink Core.
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Post by domh245 on Dec 10, 2017 12:10:47 GMT
I think it may stand for Auxiliary Converter Module (which is S stock specific). I want to say that it fulfils a similar purpose to Motor Alternators on older units.
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Post by domh245 on Dec 6, 2017 10:25:10 GMT
I wonder if there is space to add a pantograph and power transformers to allow the battery variant to take advantage of a short spells of opportunity charging at each end of a minor route to extend their battery range. Already many minor routes terminate at stations with some existing OHLE provision so presumably it would be not be a massive technical challenge to extend the OHLE to provide a power supply on just the platform area of the minor route as well. A cost which presumably would be a whole lot less than installing end to end OHLE. For a long while, the answer would have been no, but the latest marketing material does refer to overhead lines being one way in which it could be charged, so the answer is apparently yes.
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Post by domh245 on Dec 3, 2017 17:54:51 GMT
I would think that the curvature of the track would be responsible for that. There may be some cant (or superelevation) to the rails which will cause the trains to lean towards the centre of the bend (although the nature of how the trains follow the track will also introduce some lean), although based on what you've written, that may not be the case, as if the trackbeds are the same height the E/B should be higher at the inner edge of the tracks, and the W/B lower at the inner edge. That said, I've just found a picture of Westminster Station which shows that one of the tracks is quite clearly lower than the other! You can see that the conductor rail of the line nearest the camera is approximately level with that raised section next to it, which is below the level of the other track
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Post by domh245 on Dec 2, 2017 19:38:15 GMT
Doncaster?
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Post by domh245 on Nov 28, 2017 23:19:59 GMT
Originally it was "Integrated Transport Smartcard Organisation" but now it is just ITSO. It's the smart card system used on national rail services, on Southern (and possibly all of the other govia franchuses?) it's branded as "The Key"
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Post by domh245 on Nov 28, 2017 22:30:29 GMT
My view is that the BBC is story only tells what it wants people to hear. In short, its all politics and government bashing, racking up muck and creating the impression that railway stations are unsafe. A more honest story would have included DLR stations and tram stops - almost all of which were unstaffed from when services commenced. Indeed, most DLR stations also have steps down which people can fall, yet no-one complains. Open ticket barriers at stations are 'correct procedure'. It would be more newsworthy if they were closed when no-one was about. Simon That may all be the case, but the fact of the matter is that TfL have been caught lying. As per the video and the press release Which quite clearly isn't the case.
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