High tech! Future! Next generation vision! But when it breaks down some bloke has to drive from DLR HQ in his Ford Transit to come and fix it... Oh 1980's!
Nice to see the original Island Gardens at the start. Seems strange how the original station seemed so modern back then, but look so dated now. It's also weird seeing the original single car stock, they look so small.
Since trains from what I can tell haven’t run single in over a decade, this probably can’t happen as when a train has two cars only one unit needs to be receiving power to run the entire train. The B90 and B92 trains are also being replaced with a new type that’ll enter service sometime in 2022 where one unit is the length of three coupled together now.
@@QuarioQuario54321 The original P86 trains could not run in multiple ever to the day they left DLR. The later P89's could run as pairs and were the only ones allowed to Bank as the P86 cars also had no fire compliance to go into the tunnel. Brings back memories this video !
@@QuarioQuario54321 Overhead line systems also have unpowered sections, for example to isolate sections supplied by different substations from each other, under low overpasses where not enough clearance can be maintained between the overhead line and the bridge structure, etc. They just aren't as obvious as there's still a (grounded) overhead wire in those sections so that the pantograph can stay up.
I'd like a date with Martin French. No, not Martin French of today; the 1988 vintage Martin French. I'll even buy dinner (if he wears the hat ... lol).
Well I been taught about these safety instructions when I was working for London underground (TfL) how track is powered on and only use lights on inside tunnel for emergency use only and X mean radio / telephone not working. Also wear the correct PPE on site safety including depot , when I was at Ealing common depot, Acton works we had to wear orange HV in case of moving trains ahead and also boots done up properly for safety. I also did a CSA gateline duty for LU at Victoria tube station like 54 or 16 to base are you received over in case barrier is not working we reseted to 95E if broken. When I also worked at East kent railway, Shepherdswell near dover I passed PTS course if qualified to work on the track or on the line also look out for ongoing trains as both directions
Nice to see that although the trains and railway have changed a lot since then, the uniforms remain as spiffy now as back then! Shame about the new liveries though, I prefer the original blue with red stripes...
A fascinating watch, from someone who just about remembers the old P86/89 stock in the 90s. I miss them! How often did this procedure end up happening, both back then and now?
Now it never happens due to all of the trains being 3 units in multiple, (6 cars) which allows at least 1 multiple unit to pick up power to keep the train moving.
I'd have thought that on an automatic railway, it would be possible to ensure that a train never crosses a conductor rail gap at a speed slow enough to let it become stalled.
A: Poor manual driving because of system failure, maintenance, track inspection B: an emergency stop is triggered due to a passenger emergency alarm, on-board system failure (door switch opens), train control system failure, points detected out of position, etc.
So, if the disabled train is stuck in a gap without power, and it was going too slow to coast thru it -- why doesn't the second train also stall out when it pushes the first train out of the gap? It should drive into it at a very slow speed?
Re 'gapping', surely the point of having more than one collector shoe per train is that if one shoe loses contact with the rail at a junction, there will be other shoes still in contact elsewhere on the train. Even with the original single-car trains, I'm surprised the gaps are so long that ALL shoes lose contact simultaneously and the train was expected to coast across.
If this is anything like the underground, I believe this was done on purpose. If a section of conductor rail needs to be switched off in an emergency, the large gap will prevent a train from bridging the 'dead' section and the live section, thus re-energizing the dead section and putting the emergency services in danger.
holnrew it lost contact with the conductor rail as there aren't any on complicated crossovers I. e here the delta jct. Therefore it is dead and cannot move. Alas it is disabled and has to be assisted
Usually when two trains are coupled it’s long enough to cover the gap, it’s one of the considerations when choosing whether to assist from the front or the back.
Bright clean passenger transport- proceeds to pan out to zero pantographs, third rail or Canaries. ... I wasn't looking at the world's worst attempt at hiding a death sentence conductor rail.
This is a really sad scenario for any railway: The service breaking down because a train wasn't fast enough and lost contact with the current supply. I wonder if this ever really happened or if it was just their way of not admitting that they expected more frequent technical failures, as it is the case with every new technology. Because if they WERE expecting this to happen, why didn't they try to built junctions with little bits of conductor rail inbetween or use overhead wiring altogether ??
Gapping happens but it’s pretty rare, there are junctions that are too complicated to have smaller sections of conductor rail and it’s usually when something else goes wrong or due to passenger action that a train becomes gapped. It used to happen on other lines with short trains (eg Silverlink with their 3 car trains) but most now have 4/5 car trains or run in multiple configuration which obviates the problem.
@@paulm2467 You're probably right. It just seems to me to be a pretty inefficient system, when those service disruptions are expected right from the start. But that could be just my view. Being a German, I'm used to overhead wiring almost everywhere.
any easy way to prevent this kind of thing from happening and saving the people on the trains a lot of time is to simple add a 3rd or 4th car to the train, the extra length will allow the train to thru switches or around curves and then get power back every time by looking at the set up of what has been laid out already.
You would not reconise any of these locations now so many buildings have gone up since then. We lived in a very differnt world back then none of the health and safety bullshit that we have now. it is my understanding that those cars are now working as trams in germany somewhere !!
The German Town is called "Essen" and they still operate: nahverkehr-deutschland.startbilder.de/bilder/eine-doppeltraktion-aus-ehemaligen-docklands-stadtbahnwagen-12302.jpg
What is the point of purchasing automatic trains if you will have at least one staff member on the train anyway ? Wouldn’t it have been cheaper to purchase non automatic trains ?
Because the potential for the workers causing accidents is far lower, you can pay the staff much less, put them through less training, and have them work longer hours. Another factor is because the reaction times of the automated system is faster than a human and consistent, trains can run closer, increasing capacity.
@@PottersVideos2 yes the DLR signalling system could be a bit barmy sometimes The computer used tell train to stop at Canery Wharf in the days when there was'nt a station there
hungry :its rare nowadays to have crew on as when i went on my first journey by dlr their was a crew member on and they let me press a manual start button n since then havent seen many crew members
London.Underground.Lover The 3rd rail is only exposed on the underside so if someone were to fall on the tracks they wouldn't touch it, and a 4th rail is only used on the Underground to prevent current flowing through gas & water pipes plus the tunnels themselves. The 4th rail can be properly insulated as it does not have to be load bearing.
If you're gonna pay people to be in the trains anyway, why not just let them be train operators, rather than paying them AND paying for elaborate computer systems to operate the trains?
The train is automatic but people in the trains are used to check tickets, ensure passenger safety and ensure the train runs safely, in which they can take over if needed.
+waiyinka They always have been driverless, they require a 'supervisor' to operate the doors these days and to make sure everything is running ok. They will sometimes drive the train anyway.
It's exactly what +CrazyCashGaming said- the DLR has always been automated, but the trains have a "train captain" in case of emergencies such as the train getting stuck, or if the train has to be evacuated.
