|
|
Post by rheostar on Jul 10, 2015 16:59:52 GMT
I heard it said that the main issue was the Power Control and Shift Supply Engineer positions not being covered. Presumably the safety implication of that would be that any required recharge or reconfiguration of supplies could either not happen or take longer Yep, the issue was that after 20:00 the Shift Supply Engineer's positions were uncovered. In reality, that meant all services had to start winding down long before then. |
|
|
|
Post by jetblast787 on Jul 10, 2015 18:03:46 GMT
Who should/shouldn't relieve is not the Operators problem. Very true, of course. Trains cannot be left on a running line in this situation and should be taken to the nearest depot or siding, despite it being over the shift hours. Yes, in all honesty I was surprised at how quickly it was all wound down. I guess I was just trying to flesh out why there would obviously be a need to revise the service and to explain where some of the problems were coming from. It does feel, from the outside, a little be like the relevant authorities just said 'ah, sod it, let's close her down' and that more of a service could have been run. But I'm not surprised that such a comprehensive walkout had a resounding effect. Do you know if the control rooms were fully staffed? If they weren't, I suppose that could have been a factor. The Central line control centre was fully staffed, however we reformed trains to stop short or extend their destinations to reach depots or sidings. This was actually a very well orchestrated controlled shutdown of the line (except for one train at hainault that was stabled in the platform on the mainline as the depot didn't have the correct capacity for it  ) |
|
|
|
Post by spsmiler on Jul 11, 2015 19:15:34 GMT
It was a cinch... as a schoolboy I used to open the cab door when the driver changed ends (at termini) and often I would be rewarded by being shown where to place the various keys (and in what order) to enable the various knobs levers and dials which make a drivers' cab operative. Signalling and speed restrictions is easy enough to learn from driving simulators and cab view videos. That said, most speed restrictions are real PITA and if money was spent getting of them it would be possible to reduce journey times and offer a better service to the passengers. My passengers especially enjoyed the higher speed (50mph+) runs between stations such as Kx and Farringdon. Apologies for non-stopping Royal Oak... it was such fun racing and almost beating the HST. Thankfully only the front car was beyond the platform end at Westbourne Park, but I did me best after the 80mph approach. In the east I only went as far as Plaistow. I would have gone further but C2C were serving all the intermediate stations again - first time since the 1960's, I believe. Its just unfortunate that they could only stop at stations which actually had platforms alongside their tracks, but of course it was not safe to allow passengers to cross the tracks at stations such as Upminster Bridge which were only ever served by the single island platforms. I accept that I misjudged the stopping point at Plaistow, ah well, the front of the train is only moulded plastic so should be easy to soften and bend back into shape; I know a good car body repairer who will only take an afternoon to effect repairs - and let you pay in cash - no VAT that way ;-). Simon (Its very important to have seen the link to understand the context of this message). |
|
) 
