DWS
every second count's
Posts: 2,487
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Post by DWS on Oct 18, 2008 20:32:53 GMT
I hope all that makes sense, and you (anyone reading this) can see the difference between traction current sections, otherwise referred to as sub gaps, and what role section switches play. It does - thank you! So, why are there so few automated section switches? Lack of Investment in the Network  |
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Colin
Advisor
My preserved fire engine!
Posts: 11,346
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Post by Colin on Oct 18, 2008 21:13:40 GMT
Does that mean that a T/Op needs to get TC off before going onto the track to scrape - scrape a few yards - get back in the cab - arrange for a re-charge - move forward a bit - arrange for discharge - get out and scrape a bit ...........? Yes, in a nut shell. The electricity at work act also entitles drivers to ask for traction current to be switched off when using a signal post telephone - I don't know of anyone that has, and IMHO it's going a bit far really, but thats another example of how todays legislation affects the railway. |
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towerman
My status is now now widower
Posts: 2,970
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Post by towerman on Oct 18, 2008 22:49:18 GMT
I can remember back in the 70's,half the day shift at Hainault, on their way to work, scraping the track in front of a Woodford shuttle with no current off,no hi vis.Nowadays,at SMD if de-icing has to be done it's practically a full blown possession,section to be cleared must have current off,trains powered down,points secured,no wonder the air turns blue when the first snow flake is seen.
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Deleted
Deleted Member
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Post by Deleted on Oct 18, 2008 23:03:33 GMT
Does that mean that a T/Op needs to get TC off before going onto the track to scrape - scrape a few yards - get back in the cab - arrange for a re-charge - move forward a bit - arrange for discharge - get out and scrape a bit ...........? The T/Op is supposed to scrape far enough of the front to get the first two motor cars onto juice. So on a D stock, 3 car lengths! If snow was falling, it would have piled up again by the time you'd finished! |
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Deleted
Deleted Member
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Post by Deleted on Oct 19, 2008 8:38:03 GMT
Does that mean that a T/Op needs to get TC off before going onto the track to scrape - scrape a few yards - get back in the cab - arrange for a re-charge - move forward a bit - arrange for discharge - get out and scrape a bit ...........? Yes, in a nut shell. The electricity at work act also entitles drivers to ask for traction current to be switched off when using a signal post telephone - I don't know of anyone that has, and IMHO it's going a bit far really, but thats another example of how todays legislation affects the railway. Thank god for that, im sure there will be one or two drivers out there that would insist on it too. That was far from a fun day, Earls court can be a very complicated area for juice in some respects, although the sections are easy to remember they all weave in and out and initially they should take a buffer zone as its there are allied sections (I would have thought) but once things calm down a bit you have time to throw section switches and start moving trains. Took less than two hours to get moving through which isnt too bad considering the last one I had took about 5 hours. I was on a GNER train once that hit someone and Im sure it only took an hour if that to get moving but I dont know the details except they reported it as a fatality. |
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Post by ribaric on Oct 19, 2008 18:03:16 GMT
I know we've somewhat hijacked this thread and turned it into an ice scraping conversation - but hey!
I once scraped my way out of Finchley Central siding with juice on, it took about 3 goes to get enough speed to creep over the natural gaps and limp into the SB platform. I don't see why this was dangerous, a large wooden handle is enough to save you from 415 volts anywhere. To me it seems that yet another process has been H&S'd away which makes yet one more reason a small problem becomes a major disruption. I guess my time has gone but it does seem sad to see the railway struggle in so many preventable ways. I'll shaddup now.
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Deleted
Deleted Member
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Post by Deleted on Oct 19, 2008 21:06:39 GMT
I think this thread has reached a conclusion about line control during disruption. It has always been evident to me that line controllers are asked to perform far too many tasks when the smelly stuff hits the fan. A second controller can be useful but more than that and you run the risk of them doing contradictory things due the frenzy going on all around. I believe training is vital but I also think that some people are 'natural' and others (like me) would never be able to do it well. Yes totally - the point about having *A* line controller is that you have one person in charge of a situation, one person with the overall view of what is going on. When too many people interfere you have the risk you pointed out - of confusion and misunderstandings occurring. Even where you have a second controller on duty they - although an equally qualified controller - will be the radio operator, and assist the controller on the desk who takes over all control. An ability to juggle is essential for controllers ;D |
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