you paddle up the contact shoes before you change the fuse. if that fuse blows, the cause will likely be obvious as you won't blow a fuse like that without the magic smoke coming out of something.
While it's certainly good that you are cautious with electricity, there's a reason why the paddling-up procedure is so tedious; they want the driver to be 200% certain that the power is off before they touch any part of the train's power circuit.
We were advised to give the shoe fuse a quick brush with the forefinger, so if it was still live it would throw us away rather than seize the hand up while wrapped round the fuse, in later years we were told to get an isolation
Takes me back to our old '51/'57 '63 stock at my depot. Happy days. Nice and simple, though ours were Westinghouse with EP superimposed rather than Westcode. Those fuse holders in the motor coach are just like ours were, except that all of ours on the CIGS and VEPS, CEPS, etc had the "EE" English Electric emblem cast into them. I was told those equipment cupboards in the saloons were real fun on a packed train ! At least ours were all in the DT cars, Motor Coaches, or Buffet Car where provided, so easier to get at. A good knowledgeable guard made all the difference too. Glad I'm retired LOL.
I wonder if a driver would still be expected nowadays to go all through this stress and health and safety nightmare or whether its just smarter to withdraw the train out service call the engineers and get the driver on another tasking.
The likelihood is that the driver would patch the issue until the next staffed station, then detrain passengers there, and run ECS (Empty Coaching Stock) to a suitable location e.g. a siding or depot, where the engineers could then take a look at the train in safety.
Basically, now you ring maintenance who will come up with a temporary fix to allow you to get the train to the next station then it will be taken out of service.
Or SWR/SWT's own Junipers, imagine the length of video for "faults and failures" needed when they were first introduced. Admited;y the Desiro's were not that reliable when first introduced, much to the bewilderment of Siemens, but they quickly bedded in and have been model units ever since. Being the quality manufacturer that they are Siemens even got data from Railtrack regarding the quality of the 750V supply (the supply quality being not that great, nice smooth DC it isn't!) and emulated that at their test track.
A commercial aircraft pilot would not only not be able to do all that, but not be expected to either, not without a comprehensive quick access checklist. It looks like the poor driver in the video is expected to not only be the driver, but also the engineer and fitter... Oh well, they get paid enough...
I remember getting a train back in 2021 and just as the train was ready to depart the external door to the carriage I was on didn't shut and it happened on the single line so the south bound trains and the north bound trains want to use the single line couldn't go anywhere and the guard spent about half an hour to sort the door out to the point where the train was really late and at the next station the door in question worked as it should
Just a fan of trains, I like these instructional videos, the editing is very reminiscent of the era it was filmed in. there is a lot to take in and remember for when something like a train failure does happen, if that even happens at all in a drivers carrier 🤔
4 года назад
T & RS Technician Classes 156, 158, HST (43 & coaches) class 442 & various locomotive classes & OTMs
Not me, I'm just a petrolhead engineer anorak who cannot resist a RU-vid rabbit hole. This is my second fault finding video of the day, I did the Class 180 before this. I'm invested now, I can't stop watching them
