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Post by br7mt on Mar 13, 2023 18:07:58 GMT
Pretty sure it was scrapped when the sidings were cleared ready to build the new AC14 shed.
Regards,
Dan
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Post by br7mt on Mar 18, 2022 14:08:15 GMT
The bogie and brakes / air system overhaul has been completed and as Dstock7080 notes the coupler overhaul has just started. Door overhaul should follow along with some of L7 tasks (the less frequent overhaul items).
Regards,
Dan
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Post by br7mt on Dec 25, 2021 21:35:10 GMT
Are the new 13 and 23 points for the additional stabling sidings? I understand No. 7 siding will be shut for the first six months of 2022 to install the new ones required by DTUP.
Regards,
Dan
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Post by br7mt on Dec 29, 2020 20:56:05 GMT
Last I heard was that it will be broken up on site due to the lack of money to take it out by rail. Should provide plenty of spares for Bakerloo.
Needs to be done early in 2021 to provide stabling space at Northfields Depot to facilitate the upgrade of South Harrow sidings for Piccadilly new stock, which in turn creates stabling space to permit Northfields to be rebuilt.
Regards,
Dan
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Post by br7mt on Dec 13, 2020 11:54:50 GMT
Hopefully enough spares from the withdrawn examples will keep the operational ones and the LTM 38TS going for many years to come. It's going to need a lot of co-operation between the groups to make the most out of this opportunity.
Regards,
Dan
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Post by br7mt on Dec 20, 2019 10:33:14 GMT
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Post by br7mt on Oct 22, 2019 12:22:07 GMT
ATO reduces the life span of a train by an estimated 10 years apparently. That is not correct - ATO alone does not reduce the life of anything. Regards, Dan
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Post by br7mt on Mar 18, 2019 18:47:57 GMT
spsmiler is describing what I found on my journey from Latimer Rd to Hammersmith. All stops were solely using brake blocks that cannot have been the train's on board wheel slide protection since the default is to slow using dynamic braking even if this cuts out shortly after being applied. Controllers must have placed an intervention code over the stretch of line during the wet weather to override the use of any form of dynamic braking completely. What you've seen is FOBA (Friction Only Brake Application). It's intended for use at specific platforms at specific times and is in the setup configuration. It's not set by the operators. I'm sure someone with a better rolling stock knowledge than I will be along shortly to explain it in more detail. It was found on the Jubilee and Northern lines that the brake blocks need to be conditioned every so often to maintain performance of the friction brake when called upon. People may recall all the movements of 95TS and 96TS to the South Ealing Test Track, which was mainly for this reason. So the lessons learnt are clearly being applied by adding this from day 1 on SSR version of SelTrac. Regards, Dan
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Post by br7mt on Mar 14, 2019 21:05:33 GMT
That was to fix an outer DM car that collided with buffers in one of the sheds at Stonebridge Park Depot. Last year a DM 'D' car from a 4-car unit collided with buffers on one of the short sidings, it is this one being repaired with the ERU 67TS DM car cab from the outside training area.
Regards,
Dan
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Post by br7mt on Feb 19, 2019 11:13:48 GMT
The ATMS/AIT/TRV tags have batteries fitted and I believe there is a current campaign change out due to the batteries having reached their expiry dates.
The orange flat baseplate and black transponder sounds like one of these.
TRV does have a tag reader fitted, but not sure if commissioned yet.
Regards,
Dan
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Post by br7mt on Feb 19, 2019 8:36:26 GMT
The S8's are being done at Neasden. S7's might be done at Acton Works in the new shed if 92TS re-tractioning and programme lift are completed to schedule.
Regards,
Dan
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Post by br7mt on Feb 15, 2019 20:35:43 GMT
Proposed start September 2020 at Neasden with bogies and other bits sent to Acton Works for overhaul.
Regards,
Dan
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Post by br7mt on Sept 3, 2018 20:10:37 GMT
1, 3, 9 and 12 are still diesel powered. The converted ones do have a red stripe and Underground roundel on the cab sides.
Regards,
Dan
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Post by br7mt on Aug 26, 2018 15:17:31 GMT
The four remaining original Schomas are operational but were restricted to depots recently as they have not been through an overhaul cycle. If they have been out that would suggest two have received sufficient attention to relax the restriction. Probably locos 2 and 3 as they don't have the full cab end Wedgelock coupling modification.
The battery conversions are all stopped, I understand EMC issues prevented their use and the existing Battery Loco fleet are sufficient for the projected work until they are scheduled for replacement.
Regards,
Dan
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Post by br7mt on Aug 20, 2018 15:21:27 GMT
I understand one S Stock car will be going into the ERU compound in Acton Works.
Regards,
Dan
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Post by br7mt on Feb 8, 2018 20:37:54 GMT
Sending the AIT DM cars to the Isle of Wight would involve a lot of modifications as the compressors and MA sets (or even a static converter) would need to be put into the saloon as there is no space on the underframe. Plus the modern interlocking for the 630V system takes up a whole double doorway on each car. It would also be sensible to apply the Bakerloo structural modifications to extend the life of the vehicles. Plus you'd have to rip the kitchen out of 3313...
MPUs are due to be moved to Neasden under their own power for storage.
There are no vehicles left in store at Eastleigh, so that leaves the 67TS unit in London Road, another with ERU and the DM car at Walthamstow. Plus of course the four cars in the MPUs and the two in the AIT, although all six are heavily modified.
Regards,
Dan
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Post by br7mt on Feb 2, 2018 19:56:43 GMT
That system on the GP Wagon is for 3D scanning the infrastructure, similar function to the scanner that was meant to be fitted on the AIT in front of the M door on 3313.
There are various permutations proposed using the MPUs developed for the cancelled Tunnel Cleaning Train, possibly combined with car 4313 from the AIT, but there is no definitive answer yet. It will of course also depend on the outcome of the technology review mentioned above. A standalone vehicle for instance would probably be marshalled between Battery Locos.
Regards,
Dan
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Post by br7mt on Dec 22, 2017 21:32:09 GMT
Using Battery Locos would present a few challenges:
- they would have to be on both ends of the train as SelTrac uses the VOBC antenna array to determine position, this would need it treating as an Engineers Train so you are immediately limited to 30 mph and a few other quirks; - no method of coupling up to a subsurface gauge Wedgelock or Ward coupling; - Tube height Wedgelock is for emergency use only and would need re-engineering to permit use with, say, the 38TS.
On the latter point two of the remaining four diesel powered Schomas may be more appropriate as they are fitted with Wedgelocks used for delivery of 95TS and 96TS. I think they have now been descoped from both JNP and SSR signalling.
A more viable solution would be to try and use the dual signalled Metropolitan Line section between Harrow and Amersham and put investment into making it flexible to transfer vehicles to and from it plus being able to use the turn back facilities properly.
Regards,
Dan
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Post by br7mt on Nov 10, 2017 12:02:23 GMT
Most of the Discipline and Senior Discipline Engineers are in Band 3 and I wouldn't describe that as 'middle management'.
Regards,
Dan
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Post by br7mt on Nov 7, 2017 9:28:32 GMT
Assuming there is quite a bit of damage to the running gear it will need to be transferred to a road / rail access point for onward road transportation to a repair site. Logically it would make sense to move it to Wimbledon depot to achieve this, so I suspect the crossover needs to be repaired in order to take the shortest route to that depot. The damage may mean a slow speed move, possibly on skates for that car.
Regards,
Dan
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Post by br7mt on Oct 23, 2017 22:21:18 GMT
No issues with traction, made sure of that with the two extra 67TS cars and that part is all proven. Unfortunately reality is once you get that late with a major project, every single little problem magnifies many times and around January 2015 one problem led to another, continuity of key personnel was lost, project ended up paused and has ultimately led to cancellation this year.
Signalling systems were not a problem, TBTC design virtually complete, Central line could have been fitted and 4LM was in the pipeline. Same safe system of work that TRV uses could have been used until they were fully signed off.
Regards,
Dan
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Post by br7mt on Sept 13, 2017 11:54:17 GMT
Greater Anglia are not paying for the work. New train costs to lease are less than the old trains and easier to maintain. So who is paying for the refurbs? The ROSCO (Rolling Stock Company) e.g. Eversholt Rail, which then gets back the capital outlay through increased leasing costs to the TOC. Regards, Dan
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Post by br7mt on Aug 7, 2017 18:47:28 GMT
ITMPs will also be used when testing the new 4LM signalling as at that point it will not be an approved train protection method.
Regards,
Dan
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Post by br7mt on Aug 4, 2017 11:50:19 GMT
Had a look at the first conversion today - very clever design to allow it to be installed and removed easily, with good attention to little details. It was tested around the West end of Northfields Depot this morning.
The system is expandable in terms of control cable lengths, so if the 3-car unit is found to provide operational challenges it could be extended to a 6-car train of two units (only one of which would have the sandite equipment).
Regards,
Dan
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Post by br7mt on Aug 2, 2017 18:51:19 GMT
I understand the last 67TS vehicles stored at Eastleigh have now been scrapped in the last few weeks, so that option no longer exists.
In official circles these temporary conversions are known as Piccadilly Rail Adhesion Trains (P-RATS). I kid not...
Regards,
Dan
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Post by br7mt on May 8, 2017 20:53:16 GMT
It would be great if that happens as the Chesham set has been stopped at Horsted Keynes since last year with vacuum brake cylinder and door lock issues.
I note that the Jubilee coach has gone on an 18 month loan to the Kent & East Sussex Railway.
Regards,
Dan
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Post by br7mt on Mar 20, 2017 22:51:53 GMT
Actually the last go anywhere tube type train was the 72TS, which is essentially a 67TS. The 73TS cars are slightly too long for certain parts of the network from a guaging perspective and 92TS traction is not cleared to operate everywhere.
Regards,
Dan
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Post by br7mt on Mar 6, 2017 16:43:35 GMT
But the "station" bit remained stationary?
More obviously there is a section of the roof edge missing from above the red arrow, with the other three sides looking to be held down with bags of sand / cement. It is more likely that is the section that blew off. Regards, Dan
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Post by br7mt on Mar 1, 2017 16:41:19 GMT
Also, here is a pic I managed to snap of the overrun train (the angle of the photograph makes it look more acceptable than it should be IMO). Overrun Train Canary Wharf PM Peak(One lady did walk straight in to the open PED as she disembarked, which is what drew my attention to it!) I've been on a train that has stopped like that right at the edge of the tolerance. As indicated by Chris M, there has to be a limit to the PED width otherwise you would be creating more risks than it solves. The main thing is that situations like this are outliers on a bell shaped curve (statisticians will understand this), which means it is very infrequent. Regards, Dan
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Post by br7mt on Feb 28, 2017 9:42:48 GMT
All done using the TBTC signalling system - there is a specific sub-system for communicating between train and platform to open the Platform Edge Doors once the door open button is pressed. If I remember correctly the tolerance is +/- 0.25m for the PED equipped stations, so a range of 0.5m, which increases to +/- 0.5m and 1m respectively for non-PED stations.
The old CSDE was responsible for telling drivers that they had achieved an accurate stop and would communicate to the PED controller using trackside loops. This used the ATO controller fitted for the part-abandoned WestRace automatic control system.
Regards,
Dan
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