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Post by br7mt on Mar 31, 2015 19:12:07 GMT
I think they will find a new use once completed.
Regards,
Dan
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Post by br7mt on Mar 29, 2015 19:50:38 GMT
Loading gauge can be a problem at times as well. 72TS (and indeed it's direct predecessor 67TS) are the last 'go anywhere gauge' trains built for LU, so will not be a problem. Regards, Dan
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Post by br7mt on Mar 29, 2015 19:43:55 GMT
3007, 3107, 3022 and 3122 I think.
Regards,
Dan
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Post by br7mt on Jan 26, 2015 13:00:12 GMT
It could be quite a large volume - these changes coincide with all main line rail Charing Cross services ceasing to stop at London Bridge so that the first set of through platforms can be demolished and rebuilt as part of the station upgrade. On some weekends Charing Cross loses its services on one or more days, so having Cannon Street open means better access to central London that otherwise would have been possible.
Regards,
Dan
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Post by br7mt on Jan 2, 2015 10:01:29 GMT
I believe these two are being fitted with the ATMS equipment for measuring track geometry in service.
Regards,
Dan
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Post by br7mt on Sept 26, 2014 19:10:16 GMT
The train on the Test Track is the Speno rail grinder, currently being brake tested to allow operation in traffic hours (it's had a tripcock fitted).
I suspect the 15mph restriction is over the junctionwork.
The TRV was out on Heathrow loop to calibrate its instruments, something which is done periodically on that section of track.
Regards,
Dan
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Post by br7mt on Sept 20, 2014 16:09:16 GMT
A few £100k I reckon.
Regards,
Dan
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Post by br7mt on Sept 12, 2014 18:03:39 GMT
The METs will never work with existing 95 / 96TS as they will be incompatible (in theory), obviously they will still be able to couple up for recovery purposes with suitable precautions in place. The additional four trains of 96TS have been reformed with original build units when required and operated in passenger service.
Regards,
Dan
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Post by br7mt on Aug 26, 2014 20:34:53 GMT
Likely to be S40, Central Line, then DTG-R or SSL signalling system, depending on state of development. Until fitted it'll operate under ITMPs on the lines concerned.
Key aim is to ensure operation with ATP on all lines, which in turn allows operation in Traffic Hours again so that there is unhindered access to the railway in Engineering Hours. I can foresee operation on Central, Jubilee, Northern and Victoria lines being on 24 hour running nights to reduce impact on service of a non-ATO train.
As a side note think of an ATO equipped railway as needing electric ATP before it can even operate in automatic mode.
Regards,
Dan
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Post by br7mt on Aug 12, 2014 19:16:15 GMT
Most likely, I try and beat the drum for it whenever I get the chance We are ever closer to testing, then there are some upgrades we want / need to do to it before it takes over from TRV. We are at the point where if the TRV fails the AIT can be made to work in 8 weeks (money and resource no object sort of thing). TRV won't be retired until Central Line ATP is fitted to the AIT, which is a year or so away yet. Regards, Dan
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Post by br7mt on Aug 10, 2014 14:28:21 GMT
It doesn't now I've added two 67TS motor cars to it...
The problem is that most of the added weight is on the trailer cars, which has an adverse effect on wet weather performance. There was plenty of leeway for fitting the different signalling systems, however car 3079 has now been allocated as the ATP Car, which is planned to have one set of interfaces with the train systems for all the ATP systems.
Regards,
Dan
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Post by br7mt on Aug 9, 2014 15:07:59 GMT
TRV has only ever run on the Victoria line in a possession during cancelled engineering hours - it was not fitted with the old Westinghouse system (unlike the 1964 Battery Locos).
AIT will eventually be fitted with signalling systems for all lines, the first being TBTC.
Both look at track geometry to a set of standards laid down by the P-Way Engineer. The idea is that you capture unexpected faults and also see how the track condition deteriorates over time, allowing planned maintenance intervention rather than a reactive one.
Regards,
Dan
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Post by br7mt on Jul 22, 2014 20:41:03 GMT
Schomas 1 and 12 are currently fitted with full Wedgelock couplers and brake control interfaces to couple to 95TS and 96TS, although I think it needs work before it could be used properly again. Schomas 2 and 3 are fitted with emergency Wedgelock couplers, like the Battery Locos, but are unable to control the brakes on the tube stock being coupled to.
Battery Locos can only ever couple up physically and only tube stock pre-73TS can have their brakes controlled by having air hoses connected to the Train Line and Main Line (like we did with the AIT in April).
Regards,
Dan
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Post by br7mt on Jul 17, 2014 19:29:31 GMT
ATO is Automatic Train Operation, which basically means a computer is controlling the traction and brakes. For heritage stock you would only need the ATP bit i.e. the driver operates the train to instructions on their in cab display (plus some lineside signals).
This is no different to how the engineers fleet operate under TBTC and Central Line ATP.
Regards,
Dan
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Post by br7mt on Jul 4, 2014 11:57:47 GMT
Think of it more as being able to apply the appropriate level of power for the load being hauled. For instance some train will only need a single Schoma at front and rear (say two to three wagons). Others will require a pair of Schomas at front and rear. A rough rule of thumb is that two electric Schomas equals one Battery Loco.
The first two (2 and 5) should be back in London around December 2014 / January 2015, but being prototypes there may be some variation to that timescale.
Regards,
Dan
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Post by br7mt on Jul 2, 2014 10:29:50 GMT
The signalling at Hanger Lane Jct has been modified to detect train length, as I don't think S Stock is allowed under a certain bridge on the route up to Rayners Lane. As a result it should not be possible to send an S7 the wrong way at that junction. Regards, Dan Except it hasn't yet. The train measuring circuitry is in place (and has been since April) but has not been 'cut in' to the controls of any signals due to the need to undertake a 'soak test' of the circuitry with test trains and issues with Train Operator's reps regarding the positioning of the override plunger in the event of an over-length train needing to take the Rayners Lane route. S stock is prohibited from operating over any track circuits where the supply is less than 100Hz, due to the potential for the traction package to interfere with the correct operation of the track circuit. At the moment this includes the Rayners Lane branch of the Piccadilly Line and the District Line east of Upney. Thanks Tom, thought I had been told incorrectly then, but I didn't have the full facts. Interesting that S7 Stock has been signed off to Ealing Broadway then before the proving circuit has been signed off. Regards, Dan
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Post by br7mt on Jun 29, 2014 15:05:53 GMT
The signalling at Hanger Lane Jct has been modified to detect train length, as I don't think S Stock is allowed under a certain bridge on the route up to Rayners Lane. As a result it should not be possible to send an S7 the wrong way at that junction.
Regards,
Dan
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Post by br7mt on Jun 20, 2014 12:59:33 GMT
Diesel engine with hydraulic gearbox for slow speed control. Traction motors, shoegear, batteries, resistor grids etc need to be fitted and anything that was fed off the diesel engine e.g. compressor and cab heating, needs to be replaced as well.
First two locos are with Claytons now for prototype conversion.
Regards,
Dan
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Post by br7mt on Jun 19, 2014 19:34:04 GMT
More locos to cover for Battery Locos being out for upgrading, 750V mods and fitting of SSR signalling.
Tunnel operation, specifically static with the engine idling, is the primary problem.
Regards,
Dan
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Post by br7mt on Jun 8, 2014 11:36:47 GMT
I think that train came over under its own power in Engineering Hours as the spur hadn't been built at Stonebridge Park then.
Regards,
Dan
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Post by br7mt on May 27, 2014 18:17:10 GMT
The Motive Power Units, one 72TS DM and one 67TS DM car with the compressors and MAs re-located into the saloon, are being converted in Acton Works. One unit is essentially complete and is outside in the yard, with the other unit being worked on inside.
The cleaning bit is on hold pending further work regarding residual asbestos in the tunnels (removal or encapsulation).
Regards,
Dan
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Post by br7mt on Apr 28, 2014 20:21:40 GMT
I think there are a lot of ways in which the speed supervision can be improved and no doubt they are going to be explored as part of SUP, JLU2 and NLU2. It will be interesting to see what solution will be developed for the heritage fleet - the simplest (cheapest and quickest) would probably be to make them share the same braking model as the engineers fleet, but that means large safety distances and top speed of 30mph.
Regards,
Dan
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Post by br7mt on Apr 27, 2014 9:27:11 GMT
I can think of a lot of benefits of going with the SelTrac product - a 95TS train was testing the radio based version (SelTrac S60 I believe) at Highgate last month checking the feasibility of using it for JLU2 and NLU2. Use the same product on SSL (and possibly the Piccadilly) and suddenly you have the same signalling system across seven lines, with corresponding possibilities of reducing the amount of kit fitted to the Engineers fleet. It would also open up the area that the 38TS could use (if it is still in the fitting programme).
Regards,
Dan
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Post by br7mt on Apr 27, 2014 9:19:27 GMT
Higher frequency and a little bit more breathing space for fleet maintenance. I suspect obsolescence may also be considered with the 96TS due to the GTO traction equipment.
Regards,
Dan
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Post by br7mt on Mar 16, 2014 19:18:52 GMT
As 3511 has not been refurbished and would need all the modifications done to it as per Bakerloo 72TS it is easier just to concentrate on fixing the cab end.
Regards,
Dan
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Post by br7mt on Mar 16, 2014 13:45:46 GMT
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Post by br7mt on Mar 16, 2014 10:30:15 GMT
The 72TS DM out in the yard that has had the cab cut off for the repair looks even weirder! I'll see if I can get my photos of that one up today.
Regards,
Dan
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Post by br7mt on Mar 3, 2014 21:54:15 GMT
It is either 3214 or 3314, the ones cut off the 4-car unit that donated spares for the AIT, so ex-Northern line only. We couldn't keep them at Northfields anymore so they got passed on for further use. They were originally kept for cab spares and to trial the positioning of a tunnel scanning laser, which was eventually descoped. The other cab is supposed to form a similar exhibition at their store in Dubai. I know which one we will rob for spare parts if required Regards, Dan
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Post by br7mt on Mar 3, 2014 21:35:17 GMT
It's a machine for sucking up the ballast so that it can be replaced by fresh material, I believe it is popular for fixing the track bed around points and crossings. There are actually two DISABs, No. 1 is mounted on the old concrete mixing machine GP wagons, not sure what DISAB No. 2 is mounted on: www.flickr.com/photos/24772733@N05/7977259117/Regards, Dan
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Post by br7mt on Mar 3, 2014 19:20:06 GMT
It's a DISAB mounted on an existing set of engineers fleet wagons (GPs I think), it was developed in conjunction with Railvac.
Can't help with the Battery Locos as they are forever moving around the depot, but the class 20 is 20227.
Regards,
Dan
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