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Post by Seven Kings Kid on Oct 8, 2013 16:49:50 GMT
Arrived at Stratford this evening to find quite a crowd waiting for the eastbound Central Line.
Next train 4minutes and only going to Newbury Park.
2nd train 10 mins away and going to Grange Hill via Woodford. 3rd train an Epping.
Hardly a train every two minutes you'd expect at 5.30pm during the rush hour. I have to say that my fears the service wasn't running well were allayed by the service update which assured me a Good Service was operating on all lines... Shame it caused me to choke on my Starbucks.
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Post by GentlemanJim on Oct 8, 2013 17:15:12 GMT
Arrived at Stratford this evening to find quite a crowd waiting for the eastbound Central Line. Next train 4minutes and only going to Newbury Park. 2nd train 10 mins away and going to Grange Hill via Woodford. 3rd train an Epping. Hardly a train every two minutes you'd expect at 5.30pm during the rush hour. I have to say that my fears the service wasn't running well were allayed by the service update which assured me a Good Service was operating on all lines... Shame it caused me to choke on my Starbucks. Typical Central Line...... nothing changes. They're all probably fast asleep or having an early dinner. |
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Post by GentlemanJim on Oct 9, 2013 10:04:11 GMT
Would appear that a train was gapped going into P3 at HAI. In times gone by gap jumpers would have been used ASAP with experienced staff thinking nothing of it but nowadays H&S would require a 'method statement' signed by the world and his wife. In my day we'd have bought one up behind it and pushed it in or one out of the depot and dragged it in.
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Post by liverpoollou on Oct 9, 2013 10:25:30 GMT
Would appear that a train was gapped going into P3 at HAI. In times gone by gap jumpers would have been used ASAP with experienced staff thinking nothing of it but nowadays H&S would require a 'method statement' signed by the world and his wife. In my day we'd have bought one up behind it and pushed it in or one out of the depot and dragged it in. 92TS when first introduced were notorious for losing there shoes, usually one could find a pile of them by the juice rail ramp. If I remember correctly they are/were designed to 'snap off' if the gauge was wrong rather than tip the juice rail over. |
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Post by Seven Kings Kid on Oct 9, 2013 12:28:32 GMT
The dud at Hainault was 19.48, the delays I encountered were at 17.30.
With regards to the dud at Hainault, this was complicated by a number of factors including other stalled trains in the area, points failing and the defect on the train preventing use of gap jumper leads. The train was pushed by the following train in to the platform.
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Post by GentlemanJim on Oct 9, 2013 14:45:05 GMT
The dud at Hainault was 19.48, the delays I encountered were at 17.30. With regards to the dud at Hainault, this was complicated by a number of factors including other stalled trains in the area, points failing and the defect on the train preventing use of gap jumper leads. The train was pushed by the following train in to the platform. I stand corrected. Intrigued to know what the defect was to prevent the use of gap jumpers....... don't think that was covered when I did my 92TS stock training 18 years ago. |
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Post by Seven Kings Kid on Oct 10, 2013 5:59:40 GMT
Can't remember the names of things that caused the problems, but for some reason the train motors weren't getting enough volts from the Jumper Leads, whatever went kaput on the train, prevented the flow of current through it.
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Post by Nortube on Oct 10, 2013 16:17:44 GMT
Sounds like the linebreakers were open. Not sure how 92 stock works, but if the linebreakers are open on a 95 stock, all 630v is blocked from the shoes / jumper receptacle box on that car. One fault that can cause the linebreakers to open and remain open is an earth. There are various other things that could cause the linebreakers to open, including a fault on the 630v circuit. Also, I think that if a certain frequency is detected on something or other the linebreakers will open. (I'd need to look up the 630v circuit to find out definite causes and the actual name of the equipment).
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Post by GentlemanJim on Oct 10, 2013 17:09:01 GMT
Sounds like the linebreakers were open. Not sure how 92 stock works, but if the linebreakers are open on a 95 stock, all 630v is blocked from the shoes / jumper receptacle box on that car. One fault that can cause the linebreakers to open and remain open is an earth. There are various other things that could cause the linebreakers to open, including a fault on the 630v circuit. Also, I think that if a certain frequency is detected on something or other the linebreakers will open. (I'd need to look up the 630v circuit to find out definite causes and the actual name of the equipment). 92TS have a High Speed Circuit Breaker (HSCB) and somewhere in the grey matter I recall the shoes and shed receptacle being linked to this but I maybe wrong. I recall something about leaving the sheds with shed leads in and shoes picking up 630v something will trip preventing the train leaving and dragging the leads down. ANYONE? |
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Post by Nortube on Oct 10, 2013 17:51:04 GMT
95 stock had similar arrangements. I think that detection of the 630v opens a contact on the Round Train Circuit or Safety Circuit, causing the brakes to apply. I'm a little bit rusty on that now. When I was on Northern Line Project, I took an interest in the electrics side of the stock and did a couple of articles in order to explain some of the operation. I'd need to look up the details or go through the Alstom diagrams to look at the equipment operation. The circuit diagrams used in training were simplfied and didn't show everything.
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Post by Nortube on Oct 10, 2013 21:08:06 GMT
I've managed to find something that I did in 1997 for the 1995 stock. It shows the relevant contacts that are open / closed on the Round Train Circuit in different scenarios: 1. Normal running - that car is being fed 630v DC from the shoes only 2. In the shed with jumper leads in and no shoes on current 3. In the shed with jumper leads in and no shoes on current. No current going through jumper leads - leads are isolated . (No leads in but T/S switch in the shed position will have the same effect 4. In the shed with leads in and 630v present on leads. 630v is also present at the shoes on that car The diagrams relate to one car. There is the equivalent circuit on all motor cars. I think the information is explanatory, but reference is made to other things, such a linebreakers (LB) that are on the 630v circuit and not shown here. A bit more general information. The round train circuit has to be complete for the brakes to be released. On conventional stock the train line was physically connected to various equipment and monitored them - coupler, tripcock, emergency handles etc. are in the normal position and only one cab is opened up - lose train line and the brakes applied. The RTC serves a similar purpose, except that it monitors more equipment and it is the opening of a contact that will cause the brakes to apply (via the Safety Circuit) rather than the loss of air. Linebreakers are heavy duty switches that control the flow of current from the shoes / jumper box on that car. The T/S switch is the Traction / Shed switch fitted to the receptacle box. The purpose of the switch is to make or break contacts on the RTC as shown. Integral to the switch is a physical interlock which prevents the receptacle box flap being opened so the leads can be inserted. The flap can only be opened when the switch is in the Shed position. Attachments:
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