@@mk84ldb The class 455 isn't used a lot nowadays, Southern and South Western Railway are the only TOC's that use these trains, and South Western Railway are thinking of replacing them.
@@Robdc89 i love the 455s, used to live on the waterloo-guildford line, took those every time i went into london. now ik how to fix the train when the driver passes out.
@@JettisonTheSupreme The class 455 aren't used much on the Waterloo to Guildford line, it's usually the class 707, that mostly run that line. but they do fully run on London suburban line's, such as Waterloo to Woking, and Waterloo to Chessington South or Windsor & Eton Riverside. Southern rail also use the class 455 on their metro services, from London Victoria and London Bridge.
"Welcome to the academy of science. How smart are you?" "I'm a physicist working on string theory," "Yeah, so?" "I can also restart a crappy dead class 455." "Right this way sir!"
I've always said the difficult thing about being a train driver is not the driving. It's dealing with faults (and the leaf fall season). This video proves it once again. Also, after seeing all this paddling I'm glad I never drove third-rail equipment. :)
What a whimp. You could have a lovely free fireworks display playing with paddles & hook switch poles or better still "Short Circuiting Bars". With Arcs flying over your head & lighting up the sky. Much better than Guy Fawkes Night !!!!
you all probably dont give a shit but does any of you know of a trick to get back into an instagram account?? I somehow lost the account password. I appreciate any help you can give me
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I've had a go on that and it's not too bad. The braking dynamics are all wrong with the mk1 units as with tread brakes they don't work too well at speed whereas slow speeds they really bite. Good fun and a couple of the routes on that are fairly accurate in terms of signal positions. I would even say you could catch up on route knowledge 😉
+Delsin I'll have to have a butchers at that. I hope it's nice and claggy and they've got the right sounds for her, the Turbo whistle on notch 7 is a must!!! 😀
that's why it takes a long time to be signed off on a type as well as the route knowledge. you need to know practically every inch of track. For example at night you come around a bend and there's a road running parallel to the track and there's a traffic light on the road showing red, is that a signal at danger or s traffic light? You HAVE to know 😀
No you'd be better off just detraining them and getting them to walk to the station with a suitable escort. This would require a block on all lines and a traction current isolation so is something only done as a last resort!
I never realised drivers had this sort of responsibility in dealing with various faults. I suppose in steam days you just needed a big hammer, the bigger the better!
Back in the days of steam you had to "dump the fire" out of the fire box if the boiler water level dropped too low, otherwise the boiler could explode in your face.
Wouldn't put my hands near any poxy copper fuses even after paddling up. Just tell them you've tried everything and get the fitters out. There probably sitting playing cards in the bothy anyway.
I wonder if simliar of Class 317/318 has same problem with this video of 455 except wooden paddles (pantograph rises/lowers) AND yaw dampers (90-100 mph) problems?
Are regular drivers required to perform all this or is it for the engineers? I'm loving the shoe fuse.... copper plate....lol. Any idea how many amps those fuses are rated at by any chance? I know the voltage is very high, so maybe not as high as i think. 200 Amp?
When Starting a 12-car EMU formation out of Waterloo on the 750v DC system, the train would at starting, draw normally 3200 amps. Over at Euston a Class 86 starting a 12-car train would only draw 65 amps. Because the current was 25,000v AC.
Doing that sort of thing in the dark on a rainy night in the middle of nowhere with (hopefully isolated) conductor rails nearby. No thanks. An old EPB driver told me that some drivers would partly pull out a fuse in the cab cupboard and use the arc to light their cigarette!
When did the Fireman and Brakeman go away? Lots of time and effort saved if the Engineer or Driver could stay with the throttle and let a second person,do the legwork for hot boxes, opening doors and calming, passengers.
No, the third rail supplies 750v Dc which isn’t too useful for auxiliary supplies hence the alternator turns it into a more useful voltage, most likely 415v ac 3 phase,
And in the Netherlands (and probably other parts of Europe as well) it's become increasingly common to strengthen the complete track by mounting a pair of extra rails in the middle.
4ft “check” rails are fitted where slippage is likely such as on tight curves or over some bridges where ballast levels are low. Other than that the rail in the 4ft is (as already said) delivered where a rail change is happening at a later date
If there's a fault, check the relevant circuit breaker. How about the easy option of seeing if any of them are tripped and finding out what it supplies. There's so much padding in this film.
8:10 What the hell do you with the passengers if you are not at a station? Presumably taking them the passengers to a station and then taking the unit out of service would be more sensible?
Inform the passengers they will be provided with alternate transportation. Then, retrieve the paddles to deal with the ensuing riot. Contact dispatch to send a flying squad for assistance. If further emergency assistance is required, set the machine gun isolating cock to the 'operate' position in the cab.
I like to fu** with fleet by calling them and give the FU2DIKFAC fault in the DRA while pissing on the overload switch! Loads of fun Mate, some times I stick the wsb light up my ass and stick my bum out the door at lorrie crossings!
Does anybody know why 455/456's have manual air pipes and jumpers, instead of the combined connector block under the Tightlock coupling like other units?
TODAY'S REALITY !!! Great idea, except that in more recent years passenger "Train Operating Company" Drivers are no longer allowed to rectify faults. Because they are driving a train that belongs to a different company. One of the three "Train Owning Companies" who don't want other companies staff touching their equipment. Hence when a minor fault such as a faulty sliding door occurs, the whole train may simply have to be taken out of service, inconveniencing passengers.
Why the contact surface of the "plus" rail installed at up position? I think it will always be in worst condition - moisture, rain, icing, snow, etc. - hence bad conductance. Moreover, it must be danger for maintenance personal. I guess there is one only advantage it is just simplest installation along track. Explain please, experts. Thanks.
+alberttwo68 oh yes my bad. At my own guess I would say it would be easier from a maintenance standpoint to just put things on top instead of hooking underneath. For example on the DLR, trains cannot be powered through junctions because it would be too complex To have power rails throughout, which means if a train does not have enough momentum to coast it can stop and be immobilised in a junction.
Thanks. I guessed so. Simplest. But have some disadvantages ( dangerest for personal, susceptibility to precipitation). For example, in russia, we have here this one contact rail type yandex.ru/images/search?p=2&text=%D0%BA%D0%BE%D0%BD%D1%82%D0%B0%D0%BA%D1%82%D0%BD%D1%8B%D0%B9%20%D1%80%D0%B5%D0%BB%D1%8C%D1%81%20%D0%B2%20%D0%BC%D0%B5%D1%82%D1%80%D0%BE&img_url=http%3A%2F%2Fprivetstudent.com%2Fuploads%2Fposts%2F2012-12%2F1354881226_1c3542403e3f3e3b3842353d4b-13.png&pos=86&rpt=simage
+alberttwo68 yeah, that rail type would have the same issue. Also changing power delivery over the entire network and also adapting trains is a costly measure. It's cheaper just to do the maintenance needed. Also, with the shoes going over the contact surface all the time, I guess it would brush off any water or contaminants.
its the way the braking system is designed it you have to apply pressure to the brake cylinders to apply brakes, the 3 step brake that is used on these units uses electrical signals to control the brake valves
Might I suggest that when looking & listening around and between cars for defective hoses & connectors you do it on the side opposite that of the electric third rail? Out on the line, it's unguarded completely--no protective slats--so if you slip, stumble, or trip you could make accidental contact with it and the earthed train body, which could very well be a 750-volt ouchie.
Oh boy old train old version same one of nyc subway R44 &R46 wich version are different from usa nyc 🇺🇸 and uk 🇬🇧 Right now my nyc subway cars are replaced new technology train now from R142 and R188b2001 IRT R142 /A 2007 to 2020 IND right now R44 was retired 2009 R46 will retired soon 2021 2023 by R211 . Uk models need retired and replaced
South West Trains apparently have an impeccable reliability record with these units. So the lack of style is at least traded for that. Personally I think they looked pretty decent before their refurbishment.
