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Post by nig on Feb 4, 2017 18:46:36 GMT
On a somewhat related note I've noticed that most 73 stock have been fitted with red vinyl stickers on the front end. At first I thought they have actually been washed but upon closer inspection you can see an abrupt dirty line where the vinyl sheet ends. Perhaps this was applied when they were all out of service? Maybe added to cover graffiti on the front of the train? Al of the 73 stock is stuck on no paint is used even what kook like vents on the windows of the motpr cars is stuck on
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Post by nig on Jan 5, 2017 0:14:20 GMT
Hi all, Just wondered if the 25mph TSR is still up on open sections? Thanks It's 35mph during the day and it reduces to 25mph from 00:00 to 08:00. How do you know it reduces its not on the tsr notice ?
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Post by nig on Dec 13, 2016 9:11:18 GMT
TO21 is a normal train operator TO23 is night tube operator
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Post by nig on Nov 30, 2016 10:13:06 GMT
the picc line had new wheels on the trains probably made from cheaper metal to save money thats why the problems started last year and carrying on worse this year as wheels are older Do you have evidence of this or is it uninformed speculation? Regards, Dan well they didn't have the problem with the old wheels the unions reckon its that as well as some managers although tfl would never admit it even the 25mph speed limits in open sections couldn't stop this years fiasco
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Post by nig on Nov 30, 2016 9:53:03 GMT
Forgive a potentially stupid question, but what makes it worse for the Piccadilly Line than main line trains? Leaves and flats are a problem all over the place, but I've never seen flats on this scale before. Modern trains generally have better WSP systems which help to avoid the issue, although they don't eliminate it completely as sliding can still happen. It is often said that older trains making more use of friction braking tended to cope slightly better as this would clean the wheels, although they still suffered badly. The 73 stock falls between the two, no good WSP system and most braking done by rheostatic brake, meanwhile the Rayners Lane branch is a problem location because it has a comparatively infrequent service compared to other parts of the network. Having said all this, the situation on the Picc has deteriorated badly in the last couple of years -- so clearly at least one variable has changed somewhere. At present no one seems to have a definitive answer for what that might be. the picc line had new wheels on the trains probably made from cheaper metal to save money thats why the problems started last year and carrying on worse this year as wheels are older
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Post by nig on Nov 3, 2016 14:59:04 GMT
so if all stations having to have platform edge doors and if drainrat is right they have to have a passageway can anyone really see this happening on deep level tubes with the amount of cost and closers it would cause all because Boris wanted to stop drivers strikes
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Post by nig on Nov 1, 2016 17:40:00 GMT
No idea really. When I'm next in (Friday) I will look on the Intranet to see if the new WTT is on there along with the duty books. I will also see how many are still undergoing training. It may be that there will just be not many spares about. I don't suppose the business will allow annual leave now until we have sufficient numbers. duty books obviously you not used to underground working yet they normally appear after timetable been brought in duties need to be published by Sunday assuming they doing skeleton running the weekend before as need 28 days notice and union rejected last drafts ... it will be a 10 minute service as only need 33 to run it assuming no one on leave training or sick last i heard 23 passed out and 6 full time will be going over to night tube
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Post by nig on Oct 30, 2016 10:07:48 GMT
and with data logging these days dont think anyone would be that stupid to try to do that and every train that has flats the train downloads are analyzed to see who put flats on if train has a sharp rheo chances are pretty high of that high jump
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Post by nig on Oct 30, 2016 1:17:53 GMT
I have noticed recently that many trains seem to be using the EP brake with rheostatic cut out(lack of motor noise when decelerating seems to suggest this) any reason why this might be? trials to test efficency perhaps? you cant cut out the rheostatic break on the 73 stock maybe its just the driver going to slow for the reos to come in
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Post by nig on Oct 30, 2016 1:15:20 GMT
You missed out one major con of option two, the need to store all the new trains somewhere once built, and somewhere for the old trains to go before they get chopped up. Would only work with the W&C. Still gotta widen those tunnel walls 😉 cant see how they can widen tunnel walls they are a big ring off metal with thousands of bolts on if you undo too may of those it will cause a tunnel collapse
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Post by nig on Oct 18, 2016 12:05:30 GMT
Given the plans for an extension of the line well into southern territories, it may create yet a Hybrid option to swap out the Bakerloo rolling stock. On the assumption the extended line will need extra trains, this poses the question of how is LUL likely to meet this need? I doubt they would choose placing a top up order for additional trains to match the current rolling stock to run the whole line. So it seems likely we are talking about placing an order for sufficient stock to equip the entire line with NTFL (or whatever it is called by then). If deliveries were only made to the south end of the "extended line" that section and all the new rolling stock need only be equipped with whatever proves to be the signalling system then in vogue. The hybrid bit comes because the northern section would need to be passively equipped with the new system but it would not be activated until a big bang change-over day. The old rolling stock would simply carry on as now without modification. Meantime the southern section could be set up temporarily as a stand alone place to both test and then store the entire new fleet for the line. Once all the new trains are ready for use, all the old stock would need to be removed via the NR connections at the northern end of the line, and the old signalling system turned off, and the new one turned on allowing stock from the south end of the line to take their place and start service the next morning. I guess that approach might be considered a bit too brave and courageous a solution for LUL management. Hence risk could be mitigated by arranging a series of silent hours whole line trials using the new stock. Essentially arranging one or more night-time whole line possessions when the old signalling would be temporarily shut off and the new one energised allowing a single new unit to transit the line end to end, with some battery thunderbirds kept on hand - just in case. the extension probably wont be finished before the new stock is delivered so assume they would order the additional trains within the ntfl order cant see the problem with running 2 stocks on a line as all the new stock will need is a tripcock which can easily be removed when go auto got to be a lot cheaper than closing the line down for months
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Post by nig on Oct 18, 2016 11:58:18 GMT
I wonder if there will be plans for PEDs on parts of the Bakerloo? i do rember reading somewhere that the bakerloo is now going to be the first driveless line and if it goes driverless it will have peds
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