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Post by underover on Sept 15, 2021 20:32:49 GMT
The coming Picc trains will have battery power to reach the next station in event of power failure. Present trains do not. I wonder if this will lead to simplification of current rails around pointwork as a start. Why would it? Engineering trains, TRV, other stock during potential stock moves will still need the power rails to avoid gapping. I can't see using battery power to power traction batteries working long term. Without going into details, they have enough issues as it is currently with the current batteries used on legacy stock across the underground. |
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Post by ducatisti on Sept 16, 2021 7:23:44 GMT
The problem with centre rail is that the shoe has to cross rails at points. Wouldn't you need ramps etc at every turnout to keep the shoes from clouting everything?
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Post by brigham on Sept 16, 2021 7:29:50 GMT
It's a problem that was dealt with long ago.
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Post by quex on Sept 16, 2021 7:45:49 GMT
The problem with centre rail is that the shoe has to cross rails at points. Wouldn't you need ramps etc at every turnout to keep the shoes from clouting everything? The problem isn't exclusive to centre third rails. Pretty much any third rail position will require shoes crossing the rails at S&C/pointwork. The shoes are usually arranged so that they do not drop enough to foul the running rails. The City & South London Railway was a rather bizarre exception to this. |
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rincew1nd
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Post by rincew1nd on Sept 16, 2021 19:03:51 GMT
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Post by capitalomnibus on Sept 17, 2021 20:20:30 GMT
"..... 1973s were what the IoW were always said to be waiting for and they are in relatively good nick as I understand it, someone may take a look at the state of them when they do finally leave the Picc ....." Of course, PPP was to replace them with 2012TS until that fell through, and then a new LU replacement train was coming in 2015 or soon after, make that 2025 now! So they haven't got the life left in them that they were once expected to have. With the D stock re-used, I really cannot see a market now for the 1973 stock. Only can end up seeing them being scrapped. |
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metman
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Post by metman on Sept 19, 2021 13:45:04 GMT
I’d agree. The 1973 stock was introduced in 1975 so is approaching 50 years old.
The D stock was only 35 years old when withdrawn and is a mere 40 years old now!
Obviously condition plays a part too and I the D stock was in good condition with relatively new bogies. I don’t know the condition of the 1973 stock but I suspect the bogies won’t be in as good condition. As said the tube size cars would also be less popular to perspective operators.
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Post by alpinejohn on Sept 19, 2021 16:18:28 GMT
Interesting to see that Class 230 trains on the Bedford-Bletchley line were included in the range of DMU rolling stock assessed in recent research into pollution on various mainline trains www.railjournal.com/news/british-government-to-investigate-air-quality-standards-following-diesel-train-research/The weird bit is that unlike various other diesel powered multiple units, they found that brake dust and particles from the hard floors were the main pollution causes on the Class 230 and not the underfloor diesels which use modern Euro 6 diesel power units. On full electric units like the Class 484 units presumably brake dust levels would be lower thanks to regenerative braking. What is not clear is who specified the choice of floor material? Would it be specified by DFT, ORR, VivaRail or London North Western? Whoever made the decision this research suggests they need to think again. |
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Post by Dstock7080 on Sept 22, 2021 15:05:07 GMT
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Post by rincew1nd on Sept 22, 2021 22:06:52 GMT
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Post by jimbo on Sept 25, 2021 4:54:30 GMT
So it looks like the power is back on for at least on some of the Island Line and sure enough the recently delivered Class 484 unit (004) was spotted today trundling around outside the depot at Ryde St Johns. 'Proper' railway signals remain! I presume that the semaphore signals remain after the IoW line upgrade! The current Underground News has a photo of colour light signals replacing semaphores at Wembley Park in 1924. Near a century later, are there many semaphores left nationally outside of museums? |
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Post by brigham on Sept 25, 2021 7:24:58 GMT
East Anglia is a good place to see them.
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Post by norbitonflyer on Sept 25, 2021 8:37:20 GMT
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rincew1nd
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Post by rincew1nd on Sept 25, 2021 14:05:11 GMT
'Proper' railway signals remain! I presume that the semaphore signals remain after the IoW line upgrade! The current Underground News has a photo of colour light signals replacing semaphores at Wembley Park in 1924. Near a century later, are there many semaphores left nationally outside of museums? |
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Post by Chris L on Sept 28, 2021 9:52:10 GMT
From Twitter today
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Post by alpinejohn on Sept 28, 2021 12:56:10 GMT
Well despite rumours that the 484's were far too heavy for the Ryde pier - it did not collapse with the first 4 car run on the pier earlier today.
Today the Ryde Esplanade web-cam shows the first 4 car trip departing from the pier at 13:30 and it seemed to be making very swift progress.
The 4 car unit was formed at the pierhead from 2 car units arriving from Esplanade at 11:15 and 11:45. Does anyone know how long it used to take to couple up a pair of D Stock units? I suspect they did not take the best part of two hours, which suggests that they arranged some supervised staff training on coupling and uncoupling these units at the pierhead station rather than a long lunch..
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metman
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Post by metman on Sept 30, 2021 21:05:23 GMT
I wouldn’t have thought it would have taken long at all. The benefit of wedgelock couplers was the all electrical and pneumatic connections were done in one go.
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Post by brigham on Oct 1, 2021 7:50:40 GMT
I wouldn’t have thought it would have taken long at all. The benefit of wedgelock couplers was the all electrical and pneumatic connections were done in one go. Perhaps the Wedgelock couplers have been 'rationalised' out? |
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Post by Dstock7080 on Oct 1, 2021 9:32:00 GMT
Perhaps the Wedgelock couplers have been 'rationalised' out? Still fully operational and upgraded on the previously single-ended cabs, from the emergency only ones originally fitted |
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Post by norbitonflyer on Oct 1, 2021 10:59:09 GMT
Perhaps the Wedgelock couplers have been 'rationalised' out? Still fully operational and upgraded on the previously single-ended cabs, from the emergency only ones originally fitted According to Wikipedia, all ten class 484 cars are from single-ended units, so none of them would have had automatic couplers in their previous lives. (Double-enders were numbered in the 75xx series) The references I have to hand say that five 75xx cars have been used so far, one each in 230001 (demonstrator), 230004 (WMR) and 230006/7/9 (TfW) 484001 131 (ex 7086) 231 (ex 7011) 484002 132 (ex 7068) 232 (ex 7002) 484003 133 (ex 7051) 233 (ex 7083) 484004 134 (ex 7074) 234 (ex 7111) 484005 135 (ex 7124) 235 (ex 7093) |
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Post by 100andthirty on Oct 1, 2021 11:10:49 GMT
All D stock trains single ended units had a wedgelock coupler at the cab end complete with a full front face, "dutch ovens" and, if I recall correctly, some basic wiring to feed the emergency brake control. It was the 1973 tube stock single ended units that omitted the front face/dutch ovens. Given the scale of the conversion carried out by Vivarail, making the couple fully wired to allow multiple unit operation would be comparatively straightforward. Companies such as Voith can modify/overhaul or supply parts.
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Post by jimbo on Oct 1, 2021 11:34:11 GMT
Coupler clearly seen at 1:03
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Post by 100andthirty on Oct 2, 2021 7:03:12 GMT
Some unsafe practice in that video!
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Post by philthetube on Oct 2, 2021 10:48:56 GMT
Some unsafe practice in that video! Used to do that all the time as a Northern line guard, on a sunny day once out of the tunnel that was normal position. |
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Post by 100andthirty on Oct 3, 2021 6:50:11 GMT
Some unsafe practice in that video! Used to do that all the time as a Northern line guard, on a sunny day once out of the tunnel that was normal position. Back in the day, all sorts of things were done which are, rightly, not allowed now. I still remember going on the track before there was any suggestion that high viz clothing might be a good idea. |
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metman
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Post by metman on Oct 3, 2021 10:44:42 GMT
All D stock trains single ended units had a wedgelock coupler at the cab end complete with a full front face, "dutch ovens" and, if I recall correctly, some basic wiring to feed the emergency brake control. It was the 1973 tube stock single ended units that omitted the front face/dutch ovens. Given the scale of the conversion carried out by Vivarail, making the couple fully wired to allow multiple unit operation would be comparatively straightforward. Companies such as Voith can modify/overhaul or supply parts. I wonder if the vast amount of spare UNDM couplers would have been used? |
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Post by tjw on Oct 3, 2021 20:26:15 GMT
Back in the day, all sorts of things were done which are, rightly, not allowed now. I still remember going on the track before there was any suggestion that high viz clothing might be a good idea. When on or about the lineside the key advice I always made to my staff was, 1. Take out a possession / ensure you are protected by fixed signals. 2. Always keep at least 5 foot from any running rail, unless absolutely necessary. 3. Always keep a good lookout, and if you are going to have to rely on someone else as your lookout make sure they are doing their job all the time you are in a place of danger. 4. Wear Hi Vis, because you might be seen and get a warning in time. I would recommend reading the accident report for the Purley (Quarry line) serious injury to a linesman, to understand that your Hi Vis may not be as effective as you think. |
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Tom
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Post by Tom on Oct 3, 2021 21:15:04 GMT
Can we stick to the D-Train please?
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Post by rincew1nd on Oct 20, 2021 21:58:08 GMT
The D-Train has been put to use, shunting the now redundant 38ts out of the way...
(Embedded tweet above)
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Post by jimbo on Oct 21, 2021 1:12:43 GMT
SO how is this done safely? Are the two coupled, and how? Brake working on tube train? etc.
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