solidbond
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Post by solidbond on Mar 13, 2007 22:18:32 GMT
that 'C' Stock get retired first, in which case they would disappear in 2011 so treat 2013 as worse case. Or should that read best case from your point of view? ;D ;D
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solidbond
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Post by solidbond on Mar 13, 2007 20:08:19 GMT
I think you'll find it will be a lot more than 3-4 years before the C stock are gone Given that the first pre-production S stock aren't due until 2009, and the A stock will be replaced first, even if everything was to run to schedule, I reckon you will still see C stock around for 6-7 years at the least ;D
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solidbond
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Post by solidbond on Mar 13, 2007 17:27:57 GMT
The pictures were taken about a week ago, so as yet the train hasn't even been moved, let alone repaired I believe the impact speed would have been very low, due to the short distance that it has gone beyond the stopping mark.
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solidbond
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Post by solidbond on Mar 13, 2007 16:53:32 GMT
Sorry for the delay, but I've finally got round to uploading some pics of 5723. Note the stops now lying in the pit, and the missing running rail on the left of the pic which is still attached to the stops. This shows how little distance the train has really gone past the correct position, compared to the train in the foreground Close-up of the damage to 5723
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solidbond
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Post by solidbond on Feb 25, 2007 0:09:01 GMT
I am not aware of any plans to lengthen any sidings on the C&H. We already know that we are going to lose Farringdon, Edgware Road, and virtually all of Triangle sidings. Plans are being put in place as we speak to overcome this loss of stabling space. It is a problem but it is not a show stopper. It's just a consequence of increasing the customer carrying capacity, which can only be a good thing. With all those sidings gone, were will the trains go when the drivers go over their hours..... Call me cynical, but from LU's point of view, that would be a good thing then ;D ;D ;D
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solidbond
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Post by solidbond on Aug 7, 2006 21:51:54 GMT
Took my son on the Circle today to Kensington Gardens (off at Bayswater). Found the driver had a novel tool to wedge his nearside cab door open by just enough for air... a 30A fuse. Personally I think a 30A is excessive - always found a 10A sufficient when I was driving C stock. Perhaps it's the hotter weather these days ;D ;D
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solidbond
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Post by solidbond on Jul 7, 2006 20:39:45 GMT
That particular unit has had those yellow frames for some years now ;D
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solidbond
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Post by solidbond on Feb 24, 2006 22:45:10 GMT
The 'problem' of a heavy maintenance facility for the C Stock may not be relevant, as, with the introduction of the S stock in the year 20??, the stock for the C&H will be maintained primarily at Neasden, with Hammersmith relegated to a 'satellite' facility for minor maintenance. As to the practicalities of the branch going to Crossrail, I'll leave that for others to think about ;D
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solidbond
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Post by solidbond on Jan 11, 2006 21:24:47 GMT
Or better still, arrive at Aldgate Inner rail, Station Inspector says to reform T211 to 214. Confirm it - yup that's correct. Arrive at Great Portland Street. Couple of minutes later, H&C in front calls L/C asking why he's being held outside Baker St - Controller replies - waiting for a relief on the Circle in the platform. Call L/C myself - he comes straight back and says - we're looking for the driver for T213. I reply 'Train 214 at Great Portland Street - you've found the driver for T213 - I'm on T214' ;D ;D 'Ahh!' says controller 'OK we'll look for the spare then' ;D ;D (and hope it ain't Carl Graham on the desk ) End result - spare has to do one of my Circles
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solidbond
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Post by solidbond on Oct 15, 2005 12:50:50 GMT
Having read the same article (which is also available online from here) I can't see a major problem with most of the H&C stations - except for one - Hammersmith. Where are they intending to put the extension? In the booking hall? Or perhaps just extend the platforms eastwards, and not worry about that piece of track leading to the depot
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solidbond
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Post by solidbond on Sept 14, 2005 20:22:29 GMT
It was originally put in during the 90's, purely to assist during an engineering possession to be used by engineering trains only (I forget exactly what work took place). The intention was to remove the x-over after the work finished, however, it was then suggested that it could be used to assist in major service disruption. The only thing that needed to be done was to come up with a suitable plan for its use, ensuring the procedures were safe. Once these had been put in place then it was deemed to be usable. It was never signalled as it was only ever intended to be used during major disruption.
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solidbond
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Post by solidbond on Sept 3, 2005 20:09:50 GMT
Bearing in mind that it was removed from service on the 1st July, with the intention of having the livery changed, which I believe would have taken approx 1-2 months (no - I have no idea why it takes so long - possibly the anti-grafitti paint takes that long to dry ) Then the events of 7/7 meant that the H&C were short of trains, so the train was returned to Hammersmith and is now back in service.
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solidbond
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Post by solidbond on Jul 30, 2005 19:49:15 GMT
Is the "panhandle" the Hammersmith-->Liverpool St----> Victoria----->Edgware Road----->Barking option? If so as this is a "merger" of the H&C and Circle lines why would this need a driver-swap en-route? That is one way of running a "panhandle." However, when you begin to concentrate on a single line, you start to run out of drivers. The round trip (Hammersmith-Hammersmith) would be in the region of 4 hours. To run a 4-minute service each way (8 minute "Circle" and 8 minute H&C) that's somewhere in the region of 60-70 trains and their drivers. Until the new Sub-Surface stock arrives we are a few trains short. Even then we would need quite a few extra drivers. A panhandle using a District Branch does at least give you the use of "their" drivers on "their" bit. Wimbledon-Wimbledon would be under 2 hours, meaning for a 4-minute service, around 30 trains and drivers would be needed. We have the trains, and by sharing the workload, we also have the drivers. But then, if we're talking about spending money to get rid of the Circle, then any combination of teacup or panhandle could be looked at - regardless of cost. Not too sure about your maths Citysig ;D Unless I am mistaken, it would be 30-35 trains, given that there would be an 8 minute service, and the 4 hour round trip would include the Circle part, giving the 4 minute service in the relevant section
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solidbond
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Post by solidbond on Jul 29, 2005 23:22:01 GMT
Depends on what you mean by benefits. If you think that a new station on the H&C at Wood Lane is a benefit, then, yes there are benefits. Needless to say, there will also be closures to allow the necessary work to be carried out to replace bridges and build the new station.
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solidbond
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Post by solidbond on Sept 9, 2005 22:43:20 GMT
Ahh - well having worked 2 sides (C&H and District) I would agree to a point with Jim. Certainly, in days gone by, the C&H got the raw deal, with both Met and District getting priority, but since the Aldgate area went under the control of Baker Street, the C&H seems to get the priority over the District now. In all the times I pass Minories or Aldgate East, it is rare to see a Circle or H&C waiting for me these days. It is much more common for me to be waiting for then to come across the junction (cue Citysig defending his position ;D) However, in days gone by, the C&H were much more likely to be delayed. I remember sitting at Baker Street E/B on Circle and watching 3 Met trains go across the junction before me - when I checked the timetable, they were all booked behind me, and I ended up sitting in the platform for 9 minutes (and yes - I DID ask the controller what was going on - the reply was 'computer working the junction' I also remember sitting at OB40(?) on the North Curve at Aldgate East, waiting to get into Aldgate East. I watched 3 Districts pass in front of me, sat for a further 2 mins and heard the controller call up the H&C behind me to tell him to reverse at Moorgate due to a signal failure at Aldgate East. Shame nobody bothered to tell me It seems that the 3rd District had left the track down behind him, and I ended up having to go under rule into the platform. If I had been let through when I arrived there, I may have actually finished on time ;D ;D
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solidbond
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Post by solidbond on Sept 6, 2005 18:19:41 GMT
The maximum is 6 per duty, with no more than 4 on one side, and no more than 4 per half a duty.
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solidbond
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Post by solidbond on Jun 12, 2005 20:48:38 GMT
I think the ruling is a driver can do no more than 4 Circles in one part of a duty, and no more than 7 in a whole day. Mind you I should imagine that's enough for anybody Before OPO, they could do 4 Circles on one train, on either or both halves of a duty. When OPO came in it was limited to 3 Circles on a train, then at least a 10 min break, and a max of 6 Circles on a duty. When Company Plan came in, the 6 Circle limit was removed, and, due to changes in rostering, it was possible, and indeed happened, that there were duties with 2 Circles before meal relief, followed by 3 and 2 Circles after meal relief - and these could all be in the same direction . There was one Saturday duty that had 5 Circles before the meal relief (3 + 2), another 2 Circles after AND a Whitechapel and back to Edgware Road . However, during the mid-90's, the union reps at ERD were given the opportunity to write their own sheets, and were asked if there were any parameters they wished to have included. The RMT rep suggested that a max of 6 Circles be restored, but also that duties should be limited to no more than 4 Circles on either half of a duty, and no more than 4 Circles on one side in the course of a duty, although H&C work could be included in addition to the above, it would at least provide some variety. The reps were given 2 weeks to write their own duties, while duty schedules were also working on them. Whilst compiling the sheets, the reps picked up on a couple of 'awkward' parts in the timetable, which could be easily resolved by re-timing a couple of trains. This was suggested to management, who agreed that they would change the timetable to suit. On completion of the exercise, the union reps and duty schedules people met with line management, and each side presented their sheets. Needless to say, duty schedules picked lots of holes in the sheets the reps produced, although the reps countered that had they been given FULL information, they could have worked round a lot of them. In the event, the reps sheets were deemed not usable - HOWEVER - duty schedules were very concerned at how well the sheets had been prepared, with all trains manned at all times, and no trains with more than one operator booked on it at a time! And given that the reps had NEVER written a duty sheet in their lives, they considered this quite impressive ;D and were concerned that their own jobs could be at risk. As a result, although the reps sheets were discarded, the rostering parameters that they had suggested were implemented, and they still exist to this day. The Train Crew Manager at the time was asked how much Duty Schedules had expected the reps to do in the 2 weeks. He replied 'about 50% of the M-F sheets' The reps had ACTUALLY finished the M-F sheets, and were halfway through the Saturday sheets ;D ;D BTW - the RMT rep at the time was yours truly ;D ;D
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solidbond
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Post by solidbond on Apr 21, 2005 9:59:02 GMT
I heard a wonderful conspiracy theory about the radio problems the other day. As you know, the Picc and Northern have been having on-going radio problems for some time now. Under PPP, Tubelines are penalised for defective equipment, and the rate goes up the longer the defect lasts. The theory is that, when the Northern started having radio problems, the part that was defective is impossible to get hold of now, so they couldn't repair it. However, after a few days their penalty levels were due to rise, so they 'borrowed' the broken part from the Picc. Since it was now a new defect, the penalties are reset Once the Picc was due to go to the higher penalty levels, the broken piece was returned, and the Northern had the problems. After this happened a few times, LU got wise to the fact and warned Tubelines. Unfortunately the part became defective again, so Tubelines made a midnight raid on SSL and nicked the part from them, hence the problems on the H&C, Circle and Met lines ;D ;D ;D OK - I know it ain't true, but it sounds good!!!
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solidbond
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Post by solidbond on Oct 24, 2005 21:19:59 GMT
Interesting. I remeber seeing it in the Uxbridge sidings and we couldn't understand what it was for. Is it for Ice or leaf fall? Does it just spray sand on the tracks? It's not for ice - some designated normal service trains carry de-icing equipment, and all service trains have sleet brushes (except the W&C line - don't know about Victoria line). The rail adhesion train is for leaf fall on the Met, and puts down a sticky mixture which includes sand (to improve grip) and fine pieces of metal (to assist the track circuits). It only runs between October and December, and AFAIK, is supposed to follow the Network Rail water cannon train (where scheduled). Oh dear - have you got that JCB handy again? ;D De-icing is incorrectly named as it is actually anti-icing, in that it won't get rid of ice that has formed, but should prevent ice from forming, provided the fluid is laid correctly. Not all service trains have sleet brushes. Although all D stock trains have sleet brushes, C stock only have sleet brushes fitted to 'de-icing' units Not sure about other stocks, but I would guess that sleet brushes are only fitted to 'de-icing' units on older stock than the D stock as well
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solidbond
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Post by solidbond on Sept 19, 2005 22:38:54 GMT
p.s. interesting signature - what does it mean??!! It would seem to "mean we are always in the brown stuff, only the depth varies" ;D ;D
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solidbond
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Post by solidbond on Nov 16, 2007 7:42:45 GMT
As mentioned above, thank you for letting us know. He will be sadly missed here. Our thoughts are with you on your loss.
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solidbond
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Post by solidbond on Oct 9, 2007 18:54:51 GMT
That film is actually commercially available from www.itvv.co.uk (although the site seems to be down when I checked ) Another source of cockpit DVDs is www.worldairroutes.com I have got a few of their DVDs, and they are quite impressive.
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solidbond
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Post by solidbond on Sept 25, 2005 20:48:54 GMT
Thinking about giving things up, zman, did you ever have spreadover duties (split shifts) in which you did morning and evening peaks with time off in between? LT (in the older days) did and you got paid the whole 12 hours, 4 at overtime rates, and still got 4 hours off in the middle of the day. One of these shifts every once in a while felt like winning the lottery (well nearly ). Needless to say the unions negotiated them away about 25 years (is that right Q8?) ago in exchange for consolidation into basic rates. Who won? LT of course, but they fooled the men into thinking they were the winners. I know they changed on the buses before the Underground, and I believe they still have spreadovers on the buses, but they no longer get paid for the middle part On the Underground split turns ended when the Company Plan came into force in December 1992, and we bacame salaried staff, paid the same no matter which shift you worked, together with 'flexible rostering' whereby your duty could be anything from 4 hours to 8 hours, and would change on a daily basis, to get close to your rostered 36 hour week. But even then, the hours are worked out over the total roster (which varies from one depot to another) so you may do 32 hours one week, then 38 for the next couple of weeks.
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solidbond
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Post by solidbond on Aug 29, 2006 21:34:26 GMT
I think that is known as split personality Have you been talking to yourself for long? ;D ;D
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solidbond
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Post by solidbond on Jun 13, 2006 22:05:00 GMT
Having done road training on the Picc just before the T4 loop was opened (was it REALLY that long ago? ) we were told that indeed you would come into a locked compound where you would be met by BAA staff in order to complete any evacuation.
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solidbond
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Post by solidbond on May 12, 2006 21:18:11 GMT
I´ll start a new thread if necessary if T/ops don´t spot this... Have any T/ops except for DD ever been involved in any special filming and/or where interviewed by TV? I was filmed for both BBC and ITV local news about 15 years ago when there was an international conference in London about one unders. In addition to the interview, the BBC also filmed from the cab of my train from Baker St to Barbican, which then got used regularly as part of their 'stock footage' of the underground. I was also interviewed on both London Tonight/Today and a Norfolk based TV programme, as well as by the Daily Mail, but that was about my daughter, and was not railway related
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solidbond
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Post by solidbond on Apr 15, 2006 23:59:41 GMT
Sorry - hate to say this - but I'm using Firefox, have d/l the latest update, 1.502, and am still here watching and listening as usual ;D ;D Oh and adblock is still working fine as well ;D ;D
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solidbond
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Post by solidbond on Dec 18, 2005 1:27:14 GMT
Not sure which version you heard, as there are quite a few around There is the demo version of That's Entertainment on the Snap! album and on the 5CD box set. There are also numerous versions floating about of Paul Weller singing it solo, including an acoustic version on the Days Of Speed CD, which was recorded live. Was the version you heard a live recording or a studio recording? I have got most versions that are available (and quite a few that aren't ;D) so I'll see if I can work out which version it is you have heard, and let you know!
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solidbond
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Post by solidbond on Dec 9, 2005 20:40:04 GMT
I have just upgraded my PCs as well ;D My 'high spec' machine is now an Athlon 64 3700+, with 2GB RAM, at the moment it has 2x200GB and 1x 250GB HDD, a 256MB GeForce GS Extreme Graphics card and is running beautifully ;D ;D This has allowed me to upgrade my other machine to an Athlon XP 3200+, with a GeForce 5600 graphics card, 1GB RAM, 2x80GB HDD. In turn this will allow me to give my kids the other machine, which is an Athlon XP 2700+ with a GeForce Ti4600 Graphics. RAM and HDD to be determined, based on what I can take from the spares I have lying around ;D ;D
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solidbond
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Post by solidbond on Nov 27, 2005 21:19:13 GMT
Well - I've now found out what is wrong with the bloody SKy+ box After it screwed up recording Top Gear, and the Live pause failed, even though there was 89% free space on the HD, I looked at the back of the box. Something didn't look quite right - the fan. The poxy fan wasn't working This of course means the HD has been overheating, causing all the problems. Of course, Sky being Sky, don't want anyone playing with their boxes, so the screws they use are security screws, so I can't even get the bloody box apart to look at the fan . A bloody p*ssed of SB
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