solidbond
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Post by solidbond on Nov 12, 2005 21:57:22 GMT
To reply to the original post, the move on the DVD was used for stock training purposes, and the train ran passenger to Ealing Broadway, empty back to Ealing Common Depot, then, when the training had finished it went empty to Acton Town, then passenger to either High St Ken or Edgware Road, depending on what time it came out of the depot. This tends not to happen very often now, as Parsons Green sidings are used instead of Ealing Common depot, for a number of reasons.
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solidbond
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Post by solidbond on Oct 15, 2005 20:46:30 GMT
As far as I am aware, the driver does not have to use talkback, but what he SHOULD do, is acknowledge the Passenger Alarm by making a PA announcement that he 'is aware a Pass Alarm has been operated, and the train will continue to the next station where help can be more easily given'
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solidbond
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Post by solidbond on Oct 15, 2005 20:11:52 GMT
AlanL's avatar is interesting, what does the passenger mute switch acutally do? IIRC it acknowledges a PEA (Passenger Emergency Alarm) activation and stops the audible warning going off. It won't actually stop the alarm, just reduce the volume of it. The one in AlanL's avatar is the one on a C stock. The switch on a D stock is called the Volume Switch ;D In addition, on the C and non-refurbished D stock, it doesn't acknowledge the alarm - that is for the driver to do using the PA
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solidbond
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Post by solidbond on Oct 13, 2005 6:53:38 GMT
Got a text from DD yesterday lunchtime - it seems Train 6 of the refurbs is returning - the first 2 cars were in Ealing Common yesterday - in what I gather is to be the livery of all the refurbs, with the broken blue. I have been informed that the first 3 refurbs will have their livery amended at some point to the new style as well.
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solidbond
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Post by solidbond on Nov 7, 2005 1:31:26 GMT
Was on 7065 today and noticed the entry in the defect log, which for once gave full details of what the defect was It seems an air hose had come away under the train, which should have gone to the brakes, to hold the Spring Applied Parking Brake off. So the actual problem was that the SAPB was applied, causing sluggish movement, which had been thought to be motor problems, as there was no air showing on the brake cylinder gauge ;D
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solidbond
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Post by solidbond on Oct 24, 2005 21:48:05 GMT
No idea of the actual defect at the moment, but I may find out next week. If I do find out I'll let you know
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solidbond
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Post by solidbond on Oct 24, 2005 20:00:39 GMT
Yes, it seems I was talking out of my a*se when I said it was 105 at Blackfriars. Thanks for getting the real story, solidbond. Not a problem adw ;D ;D ;D ;D
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solidbond
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Post by solidbond on Oct 24, 2005 13:02:05 GMT
Having checked today, it seems it was simply a defective motor on car 7065, the east end motor car (this is the one that had the number 7056 mistakenly applied on the nearside by the drivers cab). The train taken OOS at Blackfriars was a different train it seems.
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solidbond
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Post by solidbond on Oct 23, 2005 18:27:55 GMT
It definitely couldn't have been a main line burst on the front car - not if the whistle was working ;D I'll see if I can find out tomorrow what the problem was
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solidbond
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Post by solidbond on Oct 5, 2005 20:30:11 GMT
Now - I have to wonder where you got that footage from ;D Of course, if anyone wants to see the normal speed footage, in full DVD quality, they only have to PM me and I may be able to oblige
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solidbond
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Post by solidbond on Sept 23, 2005 19:59:32 GMT
I have heard its gonna take some EIGHT years to refurb all the D78's. Any truth in this??? Unlikely - the intention is to get one back every 2 weeks within the next few months. Since there are already 5 back, that leaves another 70 to do (including the ones that are away at the moment) which would take approx 3 years. It would take 8 years if they only got them back every 6 weeks, but now that they should be getting into the swing of things, they should be able to do them quicker.
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solidbond
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Post by solidbond on Sept 28, 2005 16:53:01 GMT
Well - thanks to that dodgy piece of track, I have now got to fork out for a new digital camera I was travelling home last week in the cab, talking to the driver, and I got the camera out of my pocket to show him a couple of pics when we got to Westminster. Just as I took the camera out of its case the train hit a bad bit in the track, jolted me, and the camera and myself ended up on the floor. Didn't think anything of it, as the camera still appeared to be working, until I went to use it at the weekend, and the flash doesn't work. Went into a shop to find out about getting it repaired - was told it would cost £150 - £200 The camera is only 10 months old, and cost about £350. Unfortunately, I wouldn't be able to claim under the guarantee as there is a clear mark on the metal case right next to the flash, and my household insurance doesn't include accidental damage - as I found out when I went to find out about claiming
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solidbond
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Post by solidbond on Sept 20, 2005 19:09:24 GMT
Did you happen to notice if it is painted properly, or is it the same as train 4 with the 'broken' blue?
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solidbond
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Post by solidbond on Sept 8, 2005 20:25:26 GMT
It is indeed Train 4 of the refurbs, and entered service last week
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solidbond
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Post by solidbond on Sept 8, 2005 18:27:15 GMT
This is the best one that I have of one in a platform. If you need a larger version of it, it is at large picture
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solidbond
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Post by solidbond on Apr 22, 2005 9:17:40 GMT
Don't those in Barking sidings have a winder at the bottom to lower the lamp assembly for bulb replacement? I seem to remember that arrangement somewhere. Possibly Ealing Common. As for Upminster the AET used to do bulb replacent by climbing the towers and he got £5 a pop for so doing. The bulbs are damn great 500w things with triple filaments. Are the towers no longer there then? P.S. THe housholders around the depot used to have three continuing complaints. One was the glare from the tower lights and the next was the use of train whistles and the third the noise of compressors/MG's at night which is why we had to trip those out on stabling. Some things never change - except now they complain that trains are moving too fast in the depot and making too much noise. Mind you that is probably to take the place of the compressors/MGs which of course are a lot quieter on D stock
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solidbond
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Post by solidbond on Mar 31, 2007 0:21:43 GMT
Hey - you want a small world, see if you can beat this one My youngest daughter was born 3 1/2 months premature, at Harold Wood hospital. Whilst we were in the Special Care Baby Unit, we met one of the other mums, whose daughter was also very premature. She used to live in the road where I went to secondary school in Barkingside. The consultant in charge of my daughter was a neighbour of a driver at Upminster. Whilst in the unit, we met another woman who was visiting her granddaughter - she was a close work contact with my father-in-law BTW, in case anyone is concerned, my youngest daughter is now over nine years old, and is doing exceptionally well at school, despite the predictions of one particular doctor at the hospital
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solidbond
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Post by solidbond on Mar 21, 2007 23:57:25 GMT
No! I was the one with the red mohecan. Just kidding! ;D Indeed you are kidding - it was green last time I saw you ;D ;D ;D ;D
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solidbond
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Post by solidbond on Oct 18, 2006 8:01:00 GMT
Main problem is that with most stocks the coupler at the end of the train is mechanical only, and therefore there would be no way of releasing the brakes on the rear train from the front train, unless they were completely isolated. If they were isolated, then there is nothing to stop the rear train if the coupling was to fail.
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solidbond
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Post by solidbond on Oct 17, 2006 21:37:37 GMT
They do a "piggy back" procedure,train behind comes up to striken driver's train,driver transfers to leading train and takes it to next station,the same thing is repeated for the trains behind I think,but a driver could probably confirm this.73 TS does have an OPO alarm,but if the controller can't get an answer from the train he has to assume the driver is incapacitated in some way. The procedure is actually known as leap-frogging presumably all these trains have to detrain. That is mad, surely they can go to the next station, pick up another driver and reverse back down the tracks. No - there would be no need to detrain the trains - once the driver of the train behind the stalled train boards the stalled train, he would move the train to the next station, where the incapacitated driver would be treated as appropriate, then the train would be moved, in service unless there were specific reasons not to do so, by the driver who had been on the train behind. The driver of the third train would by this time have boarded the second train, and will now operate that train as if it was his own train and so on, until such time as a spare driver could be sent to move whichever train has not got a driver.
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solidbond
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Post by solidbond on Oct 7, 2006 21:50:15 GMT
Can anyone help with the following questions about OPO: 1. Did the subsurface stocks retain passenger emergency braking with the alarm signal when they were converted? When did they go over to alarm only? No - they were converted to alarm only - in the case of D stock it wasn't a major problem to change, but C and A stocks were converted as part of the refurbishment. Not sure of the exact date that D stock went to alarm only. Initially exclamation marks were provided about a trains length from the platform - the intention being that if the driver could see a marker when the alarm sounded, the train should be stopped, otherwise the train should continue to the next station. One problem with this is that in some cases it was not possible to see the exclamation mark as you left, due to curvature etc. Although some stations were provided with additional markers, not all were. Leaving Aldgate Inner Rail was a classic example - the only marker wasn't visible by the driver until you were almost at it, so taking the rules literally, if the Pass Alarm was operated as you left, you would continue until you were almost completely out of the platform before stopping the train I believe the sub-surface stocks were converted first, and 1999 is about the right time, and I believe (but stand to be corrected) that the 92s weren't converted to have the pedal release quite a bit later. Not sure about other stocks. I believe the major factor in the change was the incident at Leicester Square on the Picc line, where someone fell between the cars, a Pass Alarm was operated, but by the time the driver was able to respond the train was already entering Covent Garden, so he continued into the platform. LUL then decided that it was preferable to change the scenario from 'Pass Alarm; driver reaction time; apply brakes if in station limits' to 'Pass Alarm; brakes apply; driver reaction time; continue if NOT in station limits. Whilst I was H&S rep at Edgware Road, from 1993-95, I did suggest that using car numbering marks would be preferable to the exclamation marks, as you could then have different marks according to the stock, as well as the ability to determine the point at which the alarm was operated (ie how far out of the platform the train was when the alarm was operated). Part of my thinking of this was related to the Hounslow East incident where an elderly lady fell under a train as it left the station, having had her coat caught in the doors. The train was stopped by the Pass Alarm, but no-one was sure how far the train had travelled when the alarm was operated. Hope this info helps
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solidbond
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Post by solidbond on Sept 11, 2006 20:16:28 GMT
And I stress that it was purely conicidence that there was an overrun of engineering works on c2c this morning - nothing to do with Metronet whatsoever ;D ;D Btw - the pics were taken from the front of a train - with the drivers permission ;D
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solidbond
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Post by solidbond on Sept 10, 2006 18:34:37 GMT
Well - a Metronet Class 66 has reached the East End of the District Line as the following photo, taken at Elm Park proves OK - so it wasn't actually ON the District Line, but was probably as close as it's gonna get for a few years ;D ;D The photos were taken on Saturday, during the c2c engineering works! These pics show where it really was!!
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solidbond
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Post by solidbond on Sept 30, 2006 22:14:00 GMT
Not sure why it was made an announcement - so I've removed the announcement status for now at least
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solidbond
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Post by solidbond on Aug 24, 2006 22:19:42 GMT
I would imagine that the C stock will continue to use the old system until the Met/C&H Connect is switched on. But who knows? ;D ;D
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solidbond
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Post by solidbond on Aug 24, 2006 21:31:56 GMT
I am delivering the training at Upminster next week, and I believe that the latest is that the District will now go live with Connect on October 11th. The Met, Circle and H&C are 'due' to follow about a month or so later. The trackside equipment on the District is now live, so we have been told to be VERY careful what we do with the handheld radios whilst delivering the training ;D ;D The various despatcher terminals are now being installed in the DMTs offices at Barking and Upminster, and, I would imagine, at other places on the line ready for switch-on. Just a shame that I am on leave for the big switch-on ;D ;D
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solidbond
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Post by solidbond on Jul 18, 2006 23:00:43 GMT
Still think it was a mistake to make C stock 3 two car units,should have replaced like for like and made them 3 car units,would have been less units and less cabs. 'C' Stock is one of the most versatile stocks on the combine because of the fact they are two car units. You can chop and change them as you see fit. I also believe the original plan when they were ordered was to run four car trains off peak. Two three car units would most likely end up being double ended (for flexibility) which would result in more cabs. As you know 'A' Stock have two middle cabs, 'D' have some middle cabs too. Middle cabs will not feature on any future stock, they take up valuable space, cost more to build and are basically operationally unnecessary. Not sure that I agree with you on that last bit Compare the introduction of the 73 stock and the D stock. The 73s were deliverd single end units first. The D stock were delivered double end units first. The reason? If there are two west end (or east end) units of single end stock defective, and there are no double end units, you have two train not available, as the other ends of the train can't be used on their own. If you have double end units however, you can use the double enders to replace the duff single end units, thus only one train not available.
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solidbond
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Post by solidbond on Jul 17, 2006 23:27:53 GMT
You must suffer for your art! You all know that 'C' Stock are the superior surface stock!! ;D And as we all know, the refurbishment of C stock was the work of a genius - anyone who could take the worst train ever built - and make it worse MUST be a genius ;D ;D ;D ;D But I still love working them
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solidbond
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Post by solidbond on Jul 11, 2006 20:56:55 GMT
Most stocks are A & C,B & D,E & H,F & G for double doors,T,U,V & W for single doors,R & S for communicating doors,J internal cab door,M external cab door.The C stock has to be different,you've got W,X,Y & Z on them. C stock also has an L door - the trailing end of the trailer car
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solidbond
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86ts
Jun 8, 2006 18:23:45 GMT
Post by solidbond on Jun 8, 2006 18:23:45 GMT
There were a total of 12 cars, 4 of each tpye produced, but there was only ever one 6 car train in service, composed of one unit of each type
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