2021 Central Line Rail Adhesion Trains

Yes indeed there are a few comments etc here on . But they don’t give the information I am seeking . In fact from 2014;there are two posts that contradict each other .

Hence my original post

Thank you , information much appreciated

Main line, mainly***, and in depth, NOT basic, but is this the sort of thing ?
www.raildeliverygroup.com/media-centre-docman/121-2018-01-managing-low-adhesion-ed6-0/file.html

*** But see section 3.7.1. for LU ACCAT [something I have had past involvement with] as one LU item at least.

Probably over kill, but comprehensive.

Ahhh ... sounds like the level needed for senior manager(s) briefing(s)

I won't mention the "senior something officer" who came to Wood Lane one day and enquired why ACCAT (the leaf fall season adhesion application) did not function line wide i.e. why not between White City and Stratford, etc. D'uh.

Sort of, although it's more focused on the history of the particular units and formations rather than what a RAT is, does and why

I've seen one of these several times in the past weeks.

I was surprised on one occasion when it passed a signal showing a white lamp, although this then quickly changed to green.

thanks for that, trying to read very small writing from my notes!
updated.

Well, they may be "in service", just not in revenue service. (Isn't "Not in Service" reserved for passenger-carrying trains that aren't actually carrying them? I doubt many people would confuse a RAT with any of the current passenger stock.)

I really shouldn't be, The Public never fails to find the most absurd way of seeing just about anything.

Re posters- I though tom5ki7 was referring to train describers, not what's on the train itself.

I don't believe the signalling system can allocate a 'Not In Service' on the dot matrix signs. When Not in Service comes up, it's for a 1992 stock train, which has an 'in service/not in service' switch in the cab.

extracted from a high level overview

" Lines .... vulnerable to leaf fall problems
Combination of rain or moisture and leaves leads to wheel/rail adhesion falling to very low values
Leads to signal overlaps and service reliability being compromised
Can be cause of significant wheel damage
Leaf fall in dry conditions can cause the train to become electrically isolated leading to track circuits problems

Management of leaf fall problems
Application of a ‘friction modifier’ – Sandite – contains silica sand, stainless steel balls/shots and base gel (e.g. Laponite)
Applied to the railhead and breaks down the leaves.
High pressure water jetting (provided by Network Rail) <----- obviously not Central Line !!!

Is that enough ?

Alas you have caught me out on this one I am aware of the OOS switch in the cabs and it's function w.r.t. signals control system, but TBH haven't the faintest idea what it may do in CIS, if anything. I'm minded to say it does not do anything although ..... investigating ..... will report back in time ..... but I've got some annual leaves (pun intended due to thread subject) over next couple of weeks so might not be a quick response.

Why are the two trains different lengths? One has an extra three cars to maintain! I'm sure we all are glad these ghosts from the past remain to glide by from time to time. But how much longer can they survive with maintenance costs, and special training for staff to drive and maintain them? The Picc manages to modify two standard trains for leaf fall each year. Couldn't the Central do the same? Perhaps it must await CLIP to release two spare trains?

Whats more, especially the train that works over east London tracks (I am not sure about the west London train) they carry a train driver at each end, so that they can quickly reverse direction of travel without waiting for the driver to walk from one end of the train to the other end.