modfather

Was it ever confirmed that there actually was an OLE defect ? The ADD I am familiar with consists of an air supply passed under the pantograph carbons, arranged so that if the carbons are dislodged or damaged, whether due to an OLE fault or a pan defect, the pan will lower. The procedure should then be to stop and examine the pan for any damage. Surely there would be an indication on the 800s of which pan had the ADD activation, or did both ? Regardless, an ADD activation should not have affected the ability to run in diesel mode, although if the pan was damaged and had become foul to gauge or the OLE the train would be stuck.

The add also has an over height dump valve on the 800 leading to a choked exhaust that lets the pan sharply drop away from the wire then damps the travel to rest.

...the informed panel does realise only two engines are required to supply the APS. engine three is surplus to normal requirements.

So nothing to do with all the variation orders then?

It sounds as if they were a bit skimpy on the initial build!

The first batch was built before the test trains had started in the UK. up to #8 from memory, plus the mod work which included all sorts from interior labels to reworked control panels such as the one to the left of the driver which isn't as factory...

Why have the interiors been removed, and on which units?

All of the japan built units have had insulation and packing added along with changes to the window blinds and a lot of new or modified panels in the vestibules.

It was only really unbolting the old stuff, bolting on the new stuff and reconfiguring the computers, nothing too taxing.

That's a bit arrogant. The entire interiors have come out for a lot of the work, all the GU's had to be dropped and changed.

Still, it's not like driving is just pushing buttons.

There's an eberspacher heater between the radiators.

Usually covered in a mist of hydraulic fluid

Frequently locked out due to fuel starvation.

There is a procedure for doing 800's in the wild during testing and commissioning - big catch pans were required plus spill kits put out ready.

easier said than done. If you're lucky there's a float gauge that might display correctly on the outside, if not just a sight gauge that's usually stained or filthy. In cab fuel levels are a very new thing...

...I've had someone in control insist I can just check on the dash board more than once.

There is a manual function in the cab. The driver will enter a route code before driving similar to a headcode. This will set up the train with route data such as platform side, length. This is amendable on the move by the driver as required.

The IEP has four traction motors per motor car, mounted conventionally on the bogie frame with a gearbox. I may still have some snaps from my time working at Stoke Gifford for Hitachi.

Must make seat reservations interesting.

Well that's not suprising. All faults reported were common knowledge last year, I suspect part of this is to save face.

The new units match etcs data and gps to station length to automatically select the side and amount of doors released.

When etcs becomes operative properly and will provide overall control, the stopping points are vital and often have to be met within a meter or so which is easier said than done in adverse conditions.

designs change it happens apologies to all for leading up a blind alley

 

Nick

Not complaining, just saving the next person the time spent trying.

Question 2 - are the jinty conversion roads designed to be used single thickness or laminated?

Kind regards, cautious of Auckland.

Dec 1995 article

 

12.jpg

 

if you have not got a copy the back issues archive get one it is a goldmine of useful tips

 

Nick

I'm afraid all of mine have small parting stubs left behind. Maybe the design has been changed in the interim?

Back to basics chaps - whats the best way to fit crankpins?

I'll rsu into brass wheels, but white metal wheels I assume I'll be gluing.

Cheers.

It'll likely be linked to ETCS if there's much thought linked to it. Neutral sections are currently done using a magnet.

How, I wonder, will drivers maintain their competence to do a power changeover manually in the event that the automatic system (as if one was really needed) fails to do the job?

 

Jim

Bearing in mind they'll be trained to drive them on diesel and electric I suspect that would totally irrelevant.

If it's retro-fitted.

 

Retro-fitting anything is a nightmare!

 

A truly sensible path is to fit it to a new fleet, then cut overonly once all the unfitted trains are gone. Which isn't an easy thing to do on a railway with a stack of different routes and/or fleets operating over it, and freight locos will always be a problem, because they travel far and wide.

Which is why the 80x fleet currently has the most expensive speedo in the uk

Two dopplers, an antenna and a couple of axle end tachos on the underframe.

A filing cabinet size box inside the saloon somewhere and an iPad size screen.

Plus wiring that has no routing, power demands, modifying brake and door circuits, unreliability... there's a lot to ETCS.

^same as the ones retrofitted to 14x/15x

Do you mind? Some of us are still awaiting 250 with excitement in the colonies...

Ian Rice often advocates the idea, with an american operating style. I think in the light railways book he mapped the brill branch out, which seemed like a great idea, if a little challenging for the rolling stock!

FHD, FHD, FHD ..... oh and NFF, NFF, NFF

Guilty as charged your honour along with "unable to replicate on depot" and "booked for TRI"

Maybe just tired of 180s ! Bi modes would have a taken care of the non electric Hull but an all singing dancing unit does allow away from the OLE , standing for Old Lectric Equipment.... But really putting bus engines under trains is that really a way forward ... he says after 16 years experience of 220s at work !!

 

Robert

Definitely not a bus engine. The engine has its distant roots in a railcar application. It's already used in a selection of power rafts for units on the continent and has absolutely nothing to do with a bus. At least, that's what I learnt at the MTU factory, on behalf of HRE.

Good tip John B. I've found two stockists in Auckland but they're a few behind.