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Post by br7mt on Feb 2, 2017 13:30:40 GMT
I know the DISAB was having extra hopper capacity added to help with the Baker Street to Finchley Road concrete track replacement, so that would tally with the "2 Extension Hopper". The DISAB modules are clamped onto the solebar of the host vehicles, so JLE2, although being a GP wagon, could quite easily be converted into additional DISAB hopper capacity.
Regards,
Dan
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Post by br7mt on Jan 21, 2017 20:18:12 GMT
Actually the new train bids are currently being evaluated.
Regards,
Dan
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Post by br7mt on Dec 26, 2016 19:36:03 GMT
I think S Stock has the door open buttons as the doors automatically close after a period of time in order to preserve the saloon temperature and thus reduce HVAC energy consumption. In that instance you need the door open buttons at long dwell locations such as terminii.
95 and 96TS doors don't have quite the same function, some door leaves on a car stay open providing partial retention of heat in winter, so the buttons aren't needed.
Regards,
Dan
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Post by br7mt on Dec 1, 2016 20:22:35 GMT
Last I heard was W&C then Piccadilly, however it was unclear whether Bakerloo or Central would be next. Both 72TS and 92TS are having major work done so I suspect there is no immediate concern as to which comes first. Maintainability of the signalling system equipment may be the defining factor.
Regards,
Dan
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Post by br7mt on Nov 30, 2016 10:43:50 GMT
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 So it's uninformed speculation then. Bear in mind the wheelset is a single point of failure and as such the materials and assembly of it is a very highly controlled and inspected process. Any changes to the materials used has to receive formal engineering approval either through the change process or as a concession, which, if it exists, will be found by those charged with investigating the service disruption. Regards, Dan
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Post by br7mt on Nov 30, 2016 9:59:57 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
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Post by br7mt on Nov 2, 2016 15:39:46 GMT
The equipment may be rated for higher voltages, but particular items like the MA have their output controlled by a MAR set at a fixed value. Part of the mitigation works involves changing out the MAR for an 'electronic MAR' that senses the traction voltage and changes the output to prevent over-voltage of the auxiliaries e.g. gassing the batteries.
Regards,
Dan
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Post by br7mt on Nov 2, 2016 11:09:56 GMT
Sarah worked for a time on the Southern Region 3rd rail network I believe, so 750V should not be an issue. That's true for the general supply voltage, but it is the 890V regenerative braking voltage that requires mitigation, something that would not have existed when Sarah Siddons worked railtours on the Southern Region. Directional control wasn't the issue, it was more general problems with obtaining traction and going into parallel. No doubt the team at Acton will sort it out. Given the significant reconfiguration there is only so much that slow speed moves around the yard can tell you. Regards, Dan
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Post by br7mt on Nov 1, 2016 14:25:25 GMT
It is currently going back into Acton Works - a few teething issues with motoring need to be sorted out.
Regards,
Dan
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Post by br7mt on Nov 1, 2016 12:48:26 GMT
Brake testing being conducted this week.
Regards,
Dan
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Post by br7mt on Oct 31, 2016 9:25:12 GMT
The D Stock RAT may be moving to Northfields Depot today for inspection then back to Acton Works. I don't have any details on timings etc. but if it moves it will be after the morning peak.
Regards,
Dan
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Post by br7mt on Sept 29, 2016 11:49:10 GMT
The D Stock RAT is having wiring checks done on individual cars before it is coupled up for static and then dynamic testing in Acton Works yard. There might also be some further physical works required as part of the conversion.
After this there will need to be brake testing at South Ealing plus a period of running in, training etc. before it can replace the A Stock RAT. Also it will need fitting with the 4LM version of SelTrac, which need to be slotted in around all the planned works and duties.
Regards,
Dan
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Post by br7mt on May 2, 2016 15:28:47 GMT
I believe a pit road is also going to be secured at Neasden for Jubilee Line maintenance. The additional Jubilee trains will also be accommodated by outstabling.
Regards,
Dan
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Post by br7mt on Apr 27, 2016 19:34:02 GMT
I think all but four of the Schomas have been converted to battery electric - one has been approved for operation around Ruislip Depot only and a second is imminently going to be approved ready for maintainer and driver training to begin.
1 and 12 should be the last ones converted due to the additional work around the wedgelock couplers fitted for moving 95TS and 96TS.
Regards,
Dan
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Post by br7mt on Mar 7, 2016 19:40:13 GMT
There are whistle audibility requirements, I think they are in the new Cat 2 RS standard.
I know the Cravens 60TS unit had new whistles fitted during its preservation life to meet the new requirements.
Regards,
Dan
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Post by br7mt on Feb 4, 2016 20:10:12 GMT
Grey and brown as opposed to blue and red.
Regards,
Dan
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Post by br7mt on Jan 20, 2016 20:38:26 GMT
The AVI run performs none of the functions available on the TRV - it is purely to capture a visual record of the railway condition. There are currently two S8 trains fitted out with the ATMS equipment for track geometry measurement, but I am unsure of whether they are operating in daily service with the equipment switched on.
It would make sense if one of those two S8's was chosen to carry the AVI equipment when required.
Regards,
Dan
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Post by br7mt on Jan 14, 2016 20:40:15 GMT
The proposal is that if they are required for tamping operations on the deep tube lines the other side of the central London tunnels then they will be road moved into position.
Regards,
Dan
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Post by br7mt on Jan 9, 2016 12:51:34 GMT
From memory it is getting the Landmark / Barman moquette, but with a more brown palette consistent with the LU map line colour.
Regards,
Dan
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Post by br7mt on Jan 1, 2016 14:27:11 GMT
It was exactly the same with 67TS withdrawal - the double ended units tended to last longer and the final train plus remainders were all double enders.
Regards,
Dan
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Post by br7mt on Dec 29, 2015 10:13:47 GMT
Surely the next "new" tube trains will be the modern equivalent Jubilee and Northern Line extra trains - assuming, of course, that an order is placed for them fairly soon. You never know Boris might just sign off a tube train order in his final few weeks in office. Only taken him 8 years. Looking at the forward plan for major projects approvals seems the Jubilee Line paper is due at the Board Feb 2016, Northern Line Mar 2016 and contract award in Spring 2017. That won't happen as the timescales for contract award will fall under the new Mayor's tenure. As an aside - when the Jubilee 7th cars and additional four trains were ordered Alstom built them in Spain as they no longer had a construction facility in the UK. These were delivered by road from the factory in Barcelona, in fact some of the vehicles ended up briefly stored at Asfordby. Regards, Dan
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Post by br7mt on Dec 20, 2015 16:16:21 GMT
My understanding is that some of the platform alterations (to move platform nosing stones closer to the track alignment) will infringe the gauge of the D stock so they won't be able to run (or at the very least the alterations can't be done until the D stock is gone). The RATs will need a bit of alteration to make them suitable to continue to run on District tracks (though mostly they will stick to the Met anyway). The platform works will start late in 2016. There are some track alignment changes to improve the platform/train gap as well. These are planned for 2017 onwards and I don't think are contingent on D stock removal. I wonder how that will affect running TRC666 through the modified platforms. Regards, Dan
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Post by br7mt on Dec 20, 2015 15:45:56 GMT
EMC is electromagnetic compatibility, essentially how electromagnetic fields generated at the switching frequencies and voltages of the S Stock when using the regenerative brake affect the traction and auxiliary systems on 72TS. I think the principle risk is the MAR - it being set for traction voltage levels seen on the Bakerloo line and therefore when it gets a 790V kick as a 'receptive' train the 50V dc and 110V ac outputs will be higher, leading to risks such as battery gassing etc.
The effects will be more pronounced when the SSR goes to 750V as the regen voltage jumps up to 890V. Whether that means a repeat test or a prohibition on Bakerloo 72TS inter-running with S Stock I don't know, although I suspect the latter.
Regards,
Dan
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Post by br7mt on Oct 28, 2015 20:39:52 GMT
Ruislip will require some re-modelling in that area for new ballast renewal trains and other major plant projects, so really isn't an option. The large parcel of land South of the depot is mostly greenbelt therefore not an option.
Regards,
Dan
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Post by br7mt on Sept 18, 2015 9:35:50 GMT
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Post by br7mt on Sept 17, 2015 19:36:43 GMT
Both the steam locos are fitted with Tripcocks, as required by any leading vehicle in a LU train running on trainstop protected lines.
Regards,
Dan
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Post by br7mt on Aug 30, 2015 18:45:52 GMT
I doubt the 750V modifications will happen unless the A Stock has to do the 2016 sandite season. The aspiration to keep a unit or two for heritage use was always dependent on money and space being available, that and having a set of licenced maintenance staff. The surviving units will also require overhaul at some point.
You've also got to consider how the LU network will evolve over the next decade or so, with current favourite locations for stabling heritage trains (Ruislip and Northfields) being converted to maintain the new GOA4 capable NTfL trains. The engineering fleet will need to be segregated from Central Line fleet for instance, which means a massive redevelopment of Ruislip.
AFAIK the A Stock will not be fitted with the new SSR signalling system therefore it would be limited to Tripcock areas. Once the Piccadilly is upgraded you're basically left with the Met line from Harrow to Amersham. Either that or be limited to cancelled engineering hours running under an ITMP, although that has to be balanced against night tube being rolled out on the SSR.
Regards,
Dan
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Post by br7mt on Aug 1, 2015 21:23:41 GMT
The key here is "greater load capacity" - with the large volume of track renewals coming up there are cost savings to be gained from moving more material in the existing engineers train capacity. I think it's mainly the spoil and ballast wagons (modified Turbot design) that are scheduled for replacement, with the other ones augmenting the existing fleet of rail and GP wagons.
Regards,
Dan
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Post by br7mt on Jul 21, 2015 20:03:21 GMT
Testing is in association with a speed increase and to validate a method of doing wet rail testing on the Northern Line. Tripcocks will be refitted and the train move under its own power. 95TS profile is very subtly different to 96TS and the secondary suspension is different therefore the gauge checking has been required. The software takes a long time to go through it all and any infringements have to be physically checked etc.
Regards,
Dan
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Post by br7mt on May 2, 2015 9:07:12 GMT
There was a question mark regarding the A Stock units requiring a lift this year if they were to do another sandite season. Perhaps a condition assessment of the suspension and rotating machines has allowed them to go on a bit longer before being replaced.
Hopefully this time decent units will be chosen for the conversion, as the TCT MPU vehicles were amongst the first 67TS withdrawn and not in the best condition.
Regards,
Dan
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