Testing of 09TS

Indeed so, really i meant why is it necessary to depress it continually ? Once the driver has decided to continue (where it's up to the driver to decide) I can see no merit in there being an awkward need to hold down a BOD - or a thumb switch. The driver aught really just need to push a button to release the brakes and continue as normal to next station ? (But I proffered the view in case someone could think of a good reason why that wouldn't work ;D )

Interesting point about the BOD needing restroaking Colin ..I never knew that !

As for the Vic line tunnels, don't get the wrong idea ...there isn't much extra room.... above the train the clearance is only a few inches - you can certainly open the front "M" door and touch the tunnel roof in places. And clearance at the sides is still pretty tight ... I'd assume if the 09 stock is larger than a 67 it's not by much, but every little helps !!

As a lay person who has never even had a cab ride, my thoughts on this are probably going to be inaccurate; but I'd have thought that just pushing a button/turning a knob or something like that would be fine. The only things would be there should be some visual indication that the override has been activated, and it should require some positive action to start the train moving again once the incident has been dealt with - this just to ensure the driver can't forget a handle has been pulled (not that it is likely, but a failsafe is good). As to how to implement the second of these, perhaps a button not in reach of the normal driving position should need to be pressed to move the train again once the passenger doors have been opened. This allows the train to stop at a signal between the incident point and the next station without inconveniencing the driver, but something needs to be reset once the incident has been dealt with. As it will be dealt with at a station, opening the passenger doors would seem to be a reliable indication that the train is at the station, especially as in manual mode the driver may not be as spot on the CDSE point as they otherwise would be.

I have been itching to say for ages now that these new trains remind me of the EE/SR 1940 Waterloo & City stock, with their small windows ...mo need for anything bigger as you need to see whether you are in the station or not! No daylight (other than for staff trains) on the Vic, so why have big windows? However "padded cell" still comes to mind!

www.semg.org.uk/gallery/class487.html

Just at the moment I NEED a padded cell!

Thanks tubeprune. If the opportunity arises I'll try and get some shots of the couplings, but I'm not sure when that might be. I'll see what I can do.

20£ - i give you 100£ when you show me the new Train! ;-)

about the sound of the 2009TS - is this the same with the 1996TS?

Train 1 is made up of: 11001-12001-13001-14001-14002-13002-12002-11002.

Just as an update for everyone, Train 2 is currently split into two four car units with one unit running on the test track in Derby and the other in the lab.

Looking at those pictures, the thing that I immediately notice is the fire extinguishier in the saloon. I hope this will not remain in that position when running in passenger service, as it seems ideally placed to both get in the way and be a vandal magnet.

I think that last line kinda answers your question there - it has to held in because of the re-stroke!!

Now that really does look like a bunch of Connect handheld numbers.....................

Dear all

note from professional pedant!!

IGBT - Insulated Gate Bipolar Transistor - not Thyristor

regards

Does PRJB know why 67TS trains are making regular trips to Acton Works?

I don't, but I will ask! Off the top of my head, maybe something to do with the NADB?

There is a unit fitted out with WRSL kit but not traction packages AFAIK.

I presume this will be running manual operation?