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Post by District Dave on Oct 25, 2007 15:30:52 GMT
Right - this comes pretty much from the horses mouth!
"The refurbs have brand new thermostats of a new and in theory more reliable type. We had a problem with a sizeable batch of them. This year all the suspect ones were changed out for re-worked ones. So the heating should work! Of course with a working thermostat it isn't as warm on board as with a broken, jammed 'On' one. The heating turns off at 17C, the sensor is in the ceiling grille. There's another clever bit that senses the external temperature. If it is very cold outside, we'll only heat the saloon to about 15-16C. Theory is, you had put a thick coat on so would be uncomfortable if too warm...."
I know that thoughts and responses from our District T/Ops will be welcome, so post away - alternatively if you think you have something of relevance but which is to detailed to be posted please PM it to me and I'll pass it on.
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Post by District Dave on Oct 23, 2007 19:44:47 GMT
Point noted TMBA - and it is one that will be raised (and probably will be read here too by interested parties; I know that they read our mutterings!
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Post by District Dave on Oct 23, 2007 19:32:41 GMT
I'm compiling some information at present on this subject so that we can get a better picture overall.
I also have some information about relative workings of the thermostats which I will be able to share with you. Sadly an email with this sent to me today seems to have got lost in cyberspace; I will get it resent and impart it asap!
On a wider note, I remind my colleagues that the District line supplement states quite clearly that the heat/vent should ALWAYS be cut in (unless obviously there is a problem with it).
More to follow.
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Post by District Dave on Oct 9, 2007 8:36:32 GMT
Standing at South Kensington once, an eastbound district came in showing Blackfriars as the destination. The driver twigged it at Sloane Square and changed it to whatever it was meant to be. None of the xplanations so far seem able to account for this - unless of course the driver was bored and just having a wind up. I would hazard a guess that the train was originally a Tower Hill service and had been told to reverse at Mansion House. When the T/Op reprogrammed the CIS (the correct term for a DVA on the D Stock) he has to scroll back from the 'Upminster' default destination and I reckon he overshot the mark by one station and hit the 'enter' button, hence the Blackfriars description. On a general point, 'in cab' there is no visual indication of the destination the train is showing, so it is only when one hears an announcement or notices the front of the train in a mirror/monitor that one realises a misprogramme! I raised this shortcoming with one of the FOCON (the company that makes the equipment) project team (and who incidentally is a member here) and enquired why such an in cab display was missing. The answer, simply, is that no-one asked them to include such a display; they could easily have done so.......
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Post by District Dave on Sept 27, 2007 9:34:34 GMT
I've checked the day's review and this certainly did happen!
The driver concerned is an Acton man (of some considerable service!) and was stood down and interviewed.
I assume all was resolved as he was certainly back on the road today.
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Post by District Dave on Sept 26, 2007 17:10:58 GMT
We had this happen at Northfields a while ago but no indications came up on the CDU. The driver had checked the train but someone had stuck a lead in again. Fortunately he had good hearing and stopped the train before dragging half the roof off. Now all leads are supposed to be removed by the depot staff before the train enters service. I take it either a lead was put back in again or the driver missed it completely. I always tell my trainees to look down both sides of the train before leaving the depot because of what happened before. DOC Absolutely - the process with us is now the same. The depot staff now remove the leads (or should do!). We also train to visually check down both sides of the train before moving off and to keep an eye on the TMS 'just in case'.... There was an incident, probably a couple of years ago now, when one of the inter peak stablers was coming out in the afternoon with a DMT conducting a TD1 with the driver and pulled a lead down. Strangely enough it didn't make the Daily Review and according to the DMT it never happened. My own eyes must have deceived me !!!!!!!!!!!!
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Post by District Dave on Sept 26, 2007 17:00:17 GMT
I certainly recall that there was a failure in the ACT area on Monday morning, but haven't heard about a lead problem. I will try to remember to check the incidents for the day; but would have expected that it would have gone round the depot - the gossip would be irresistable
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Post by District Dave on Sept 25, 2007 19:17:38 GMT
TOK - I think is right.
The Ladbrooke Grove 'incident' occured not long after I started with LU and I recall on the station at Acton Town what I now know to be C Stocks supplementing the normal service to relieve the situation at EBDY.
I admit I have no idea what pattern they were working.....
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WTT135
Sept 21, 2007 6:51:04 GMT
Post by District Dave on Sept 21, 2007 6:51:04 GMT
Er, not sure how they can get more? They seem to get full priority as it is!! Took the words right out of me mouth
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WTT135
Sept 20, 2007 7:33:58 GMT
Post by District Dave on Sept 20, 2007 7:33:58 GMT
More fiddling around in the ACT area then Still - it makes no difference as they always get priority through the area anyway (something to do with the signallers working for the Picc......) and are always sat down in the local platforms. Just hope it doesn't warrant a rewrite of the Duty Book.
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WM400
Sept 22, 2007 20:38:37 GMT
Post by District Dave on Sept 22, 2007 20:38:37 GMT
Thanks for that Tom. I do know that there were places where the same was done using conventional track circuits only - no deltas. Don't ask me to quote them though. And I always thought you knew all TP
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WM400
Sept 21, 2007 6:46:48 GMT
Post by District Dave on Sept 21, 2007 6:46:48 GMT
Thanks for that Pat - shows how much you can believe of what you read in the TC!
I well remember you removing the inductor rail for WM400, and I always point out it's current location to trainees to explain why WM400 does not work!
So - let me get this right - if ALL the inductor rails were to be removed/deactivated or whatever and the signals involved were to have a similar timing section installed as is the case with EC300, does this mean that all those would then work to allow trains to approach their associated signals?
If this is the case, is it a massive job? If it isn't, why isn't it done - or are the T/Ops being relied on to be fully aware of the signals in question?
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WM400
Sept 20, 2007 7:40:14 GMT
Post by District Dave on Sept 20, 2007 7:40:14 GMT
Interestingly they not long ago modified EC300 with (IIRC) some 'new technology' to get it working more predictably (Ithink was the explanation). I posed the question then that if they could do it on that one why could the others which are not working at all be similarly modified. Unsurprisingly, I got no response. Oh - sorry - I did - one answer. It comprised a single word 'Pass'. Thanks to TOK for digging up those threads - I knew there was something already about it
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WM400
Sept 19, 2007 19:28:42 GMT
Post by District Dave on Sept 19, 2007 19:28:42 GMT
Push Button all three at once, much easier, ;D ;D ;D ;D particuarly if you have been delayed at The Broadway as the Programme Machine has delayed you in, by clearing for the one in the platform early Ealing Common as a sit is indeed knackered! The timing and workings of the PMs are rubbish too So - do us poor DR guys a favour JTD... When you're on the Acton desk on dead lates, try to give us a fighting chance of finishing on time. That winds people up more than anything else - especially when we've bust a gut to get through on time and then finish quite a few minutes late. AlanL will no doubt remind of his frustrations about this!
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WM400
Sept 19, 2007 19:19:24 GMT
Post by District Dave on Sept 19, 2007 19:19:24 GMT
For the first time today I got close to WM400, as I slowed right down and slowly crept up to the signal I expected it to clear it didn't and I stopped right on it expecting it to clear once I had stopped but it still didn't, odd I thought since the signal number indicated it was a draw-up. Then the next signal ahead cleared and a second later WM400 cleared, very odd I thought. I called the LC to report this, that this draw-up signal was defective and he explained it indeed was a draw-up and should clear, but it has always been like that. I felt a bit silly and explained I was new to the District but then thought well if it is a draw up it should act like one, and the associated signal ahead of it certainly should not clear before it does. Surely they should fix it? It's been fu**ed defective for years and the timing section was removed some time ago as (IIRC) they cannot obtain parts to repair it I'm surprised you were not warned of this - it is one of the signals I always highlight to trainees - it's too easy to 'read through' it to WM4, and wind up against WM400. HTH
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Post by District Dave on Sept 15, 2007 20:47:22 GMT
Ah, this isn't the only unit of D Stock with this trial seating moquette then?. I noticed unit 7524 has the same design to the 1st picture shown above. ('DD' was on hand to witness too!) Indeed I can so confirm I do however contribute to the scepticism concerning they being 'given up' to those for whom they are intended.
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Post by District Dave on Sept 5, 2007 19:24:05 GMT
I have a copy of the plan and tbh it was viable.
Possibly it was a little ambitious in keeping trains out a little too long, but it wasn't far short of the mark.
I was assisting at ACT in booking crews on and getting people in the right places at the right times. IIRC it only went wrong by a couple of trains - not too bad in all the circumstances.
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Post by District Dave on Sept 5, 2007 18:34:01 GMT
Though Rest Day today I had to get to St James for Duty Managers assessments (yawn) and called in at ACT on my way. This was about 07:15ish. The TOM was there and just about to check the junction at Hanger Lane (don't make any funny quips ) and there was talk of vandalised trains at EBDY - this was always going to happen IMHO. The plan was for two T/Ops to go to EBDY for each train so that they could be returned to ECMDT. Though there was much preparation of plans for trains to come out and drivers being pencilled in it was always going to be a 'fluid' plan. My biggest gripe in all this is that it was 'us' operational staff that were taken the venom from the punters - there was too much tarring with the same brush. But I suppose this is always the way - the ones who are there get the blame for being on strike!!!!! Think people......
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Post by District Dave on Jul 18, 2007 20:20:28 GMT
he was to carry out the appropriate procedure (this process is in the new rule book) Is it different to what you've described some time ago? Essentially it is the same. What has occured recently is that if previously advised a Train Operator can commence his procedures immediately upon arrival at a signal which he has been told is failing, rather than waiting a prescribed period before this commences. However one might encounter another signal remaining at danger. The T/Op should now commence his procedure in the normal way. This is the reason for my comment. The said Circle driver was at an automatic signal. Irrespective of Colin's comments (which I can see, but which does not override the procedure) the T/op concerned should have commenced his procedure after two minutes - irrespective of what he has heard on the radio. For the benefit of non LU staff readers, let me explain the 'rule' on this a little more....... On arrival at an Automatic signal which is displaying a 'danger' aspect, the driver must stop and secure his train. After two minutes he should make enquiries to ascertain the reason for the delay. It could of course be that he will be told that the signal is working normally and that there is a train ahead - if so, he will wait for the signal to clear. However, if the Controller advises that the signal appears to have failed, he will be told to 'apply the appropriate procedure'. The short version is that the driver will pass the signal at danger, and carry out a VERY prescribed set of actions to allow him to work the train forward. If however, the T/Op is unable to contact the Controller, he may pass an automatic signal remaining at danger on his own authority. His actions will be essentially the same, at least until he reaches a point where he can 'fess up' to what he has done. However - and this is the most important part - having passed this failed/displaying a red aspect signal, the train will be operated at a speed where it can be stopped short of any obstruction (whatever this may be!) and ther is trainbourne equipment to ensure that certian speeds cannot be exceeded. These rules are here for a purpose; life is easier (but no more dangerous!) when they are applied correctly. Colin - I don't think you're assertiona here re the Controllers comments is correct, nor the actions of the station staff (or lack of!). Apply the procedure - 'end of' IMHO
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Post by District Dave on Jul 18, 2007 19:54:13 GMT
I'm totally with ADW here - and that was the point I was really trying to high light. IRRESPECTIVE of this new form, it is 'information oly' - it is NOT an authority to pass the signals - it is ONLY telling a T/Op to apply the appropriate procedure without waiting two minutes. So - therefore - our Cirle line 'colleague' should have only waited two minutes and should then have gone into the 'procedure' There is NO EXCUSE for a twenty minute shut down at an auto signal. Of course, I accept if it were a 'semi' and no communication could be established then he would have been quite correct. I'm sorry Colin - I don't see your position here. The procedure is well prescribed; even though you know there are problems ahead it's there fora reason. PERSONALLY I will always work the train forward as far as I can towards a station and - if in a station - will always ask if they want me to move forward if there's a stalled train behind. Hope you're not doing ATOR with me soon - I moght just put you on the spot
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Post by District Dave on Jul 18, 2007 13:06:02 GMT
Going back to the original post........
The Circle in question sat at a failed auto signal for (I believe) something in the order of TWENTY minutes!
He'd been given a piece of paper at the previous station advising that signals 'x' and 'y' had failed and that he was to carry out the appropriate procedure (this process is in the new rule book). Unfortunately someone had written one of the numbers down incorrectly...........
For reasons best known to him/her self he/she didn't bother trying to contact the controller and decided just to sit there..........
Speechless - absolutely speechless!
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Post by District Dave on Jul 6, 2007 19:19:48 GMT
Personally I was on T.3 w/b. Should have arrived at Ealing Bdwy at 00:56....... I arrived at Ealing Common at 01:50. I say no more
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Post by District Dave on Jul 10, 2007 21:22:22 GMT
Catching up..... From what I've heard, read and caught up on, this incident was almost a carbon copy of my own incident some five (or thereabouts) years ago when I put one 'on the deck'; even the road involved was very close (mine was 5, this incident was 3). For those who haven't read the account of mine it's at www.trainweb.org/districtdave/html/derailment_.html
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Post by District Dave on Apr 30, 2007 7:43:05 GMT
You will find yourself tired - at least for a while! I don't think people realise just how hard they are concentrating.
Soooooooo - get plenty of rest, eat sensibly and - at least for a while - put your social lfe on the back burner.
I agree with prjb (that makes a change - not!) in all his comments - that really sums it up in a nutshell.
And if you have any concerns or uncertainties don't just bottle them up - ask either one of your local, friendly I/O's or 'selected' DMT's at your depot (and if you need guidance which ones to ask, PM me!).
But - above all - for the first few weeks just take your time - don't run yourself into corners for booking on, being in place for your pick ups, those kind of things.
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Post by District Dave on Apr 19, 2007 20:25:46 GMT
Seems a bit unusual for the latching mechanism to fail in all driving positions though. Having just spoken to solidbond on the phone, we are now of the opinion that there must've been a 'bastard feed' somewhere on the MA trip circuit. I hope to find out what the cause was eventually, and I'll try to elaborate on this thread when I do.
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Post by District Dave on Apr 19, 2007 20:24:06 GMT
That must have been strange for the sheep cattle passengers customers to experience - I'm surprised that you didn't get a handle down when in transit between stations. Did lots of PA's at stations telling them that the lights would dim down from time to time and that they'd be on the emergency lights only - in my experience if you tell them something will happen they're OK with it. I also didn't know that a train would actually move with the MAs cut out - surely the batteries would be under heavy strain, having to carry the load from 3 motor cars' worth of camshafts and control gear. I wonder if the fitters at Hammersmith will have to replace the batteries when they fix the MAs. Always one thing one has to watch out for is the drain on the batteries, but the trains will move with the MA's out - until the batteries fail! As I'm sure you'd expect there are steps we take to minimise the battery drain - and hence the reason why I wanted to keep the MA's running 'manually' as far as possible!
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Post by District Dave on Apr 19, 2007 18:42:46 GMT
I thought you'd all like to have a read of this, and I promise I'll try to keep it reasonably non technical! My trainee and I were 'doing' a couple of Wimblewares today, having picked up at Earls Court West we'd been down to Wimbo and back to Edgware Road. On changing ends it was noted that the only lights on in the cars were the emergency lights - so the lights were cut in (though a quick trip and reset was done - but made no difference). A check of the desk showed that the Motor Alternator (MA) lamps were not lit, so this suggested that we'd lost traction current. We were just going to start checking this when the starter cleared - so surely we must have juice. A quick prod of the MA Set button showed that there was current, but the MA's would not 'set' - i.e. keep running when I let my finger off the button! So, we made our way down to Earls Court - having called the Controller from Paddington and asking for the Train Technician - by means of alternately motoring and holding the MA set button in (you can't do both). At Earls Court I tried all three cabs all to no avail. The TT joined us (we've now taken the train out of service) and he too is puzzled (to say the least). So, empty to PG where the TT tries the same as we have done to achieve the same result. Quick phone call to solidbond to see if he has any bright ideas (which actually only confirmed my thought that the contactors couldn't be latching for some reason). The TT is of the opinion that there is probably a short somewhere which is why the MA's won't set up from any position, so it was empty to Edgware Road for a changeover, again using the 'motor' 'MA set' technique we'd used on the way down, rather than risk running out of batteries! Brightened up a routine day and, of course, good experience for the trainee!
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Post by District Dave on Apr 16, 2007 17:56:19 GMT
There is a whistle board on the Eastbound line. It mut be for the flyunder....? And on the exit from the flyunder when heading westbound from Earls Court. It's in case there are P/Way types on or about the track and unsighted.
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Post by District Dave on Apr 12, 2007 19:14:46 GMT
Fortunately though my trainee and I were out and about whilst all that was going on, we had adequate warning from the problems encountered by others!
There were several locations through the city where I could see the grease on the rail head!
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Post by District Dave on Mar 15, 2007 19:45:09 GMT
There was an incident a while back where a dog was on the tracks between Bow Road and Mile End.
At first it was thought that the dog was a labrador or something similar, and it was originally hoped that the station supervisor from Mile End would be able to recover the animal. However, it soon became apparent that it was a Pit Bull, or something similar.
The RSPCA attended and eventually the dog was subdued (I have no idea how).
The RSPCA were of the opinion that the dog (which was in poor condition and extremely damaged following fighting) had been deliberately been thrown onto the railway as it was too injured to be able to 'pay for its keep'. I presume the dog had to be destroyed.
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