They used to, in theory I think they have stopped using them. For example at Highbury and Islington a 3 car train heading north would stop at the south/back end of the platform.can’t remember if 3-car 313s have their own stopping position?
They used to, in theory I think they have stopped using them. For example at Highbury and Islington a 3 car train heading north would stop at the south/back end of the platform.can’t remember if 3-car 313s have their own stopping position?
Old Street, Essex Road and Drayton Park all have 3 car markers.
So because Old street, Essex Rd and Drayton Park all have mirrors/monitors that allow the driver to see past the blind spot on a 313 they can stop mid platform ?
Doesn't stop someone doing something silly and move into the blind spot after the train has closed doors and about to move. Baffles me they perceive this risk less important than the risk of slip/fall of a passenger walking/running along a platform to catch a train because it's further down the length of a platform.
It's not that it becomes unsafe at 120 minutes.That arrangement sounds crazy. It’s either safe or it’s not, something doesn’t suddenly become unsafe between 119 and 120 minutes.
Evidently someone doesn’t trust someone to fix something without a draconian incentive.
Why can't they just put the barriers in and then lock out the affected doors on the 313 so people can't exit them?
Unlike modern stock which can have doors electrically isolated, and won't open when the doors are released, class 313s are locked out of use mechanically using a t-key. This means they can't be used to egress from in an emergency. Also, only class 313/1s have internal locks on the inter-car doors to prevent people from using a coach which has the external doors locked. 313/0s - the vast majority - have non-lockable internal doors, so people could find their way into a coach which has locked external doors, and then won't be able to get out in an emergency such as a fire.Why can't they just put the barriers in and then lock out the affected doors on the 313 so people can't exit them?
Really? In what way? As nothing seems to have changed so the punishment wasn’t punitive enough (whatever it was/ is) to change their behaviour. The still skip stops after a 5 minute delay to recover 0 minutes (or lose more time for example)
It's NR owned.Is it TfL owned? They have already said not when it comes to thinks like installing WiFi on the platforms.
TOCs are fined by how many minutes late trains are to their final destination, which is why they skip stops.
It could be on for trains running before the end of this month. A plan has been made that should solve the issues and have all trains running by July.
Let's see!
What is this plan? Dispatchers at NCL stations?
Do you have any idea of timeframes? Like when 717s will enter service?Yes, until the 313s have all gone, when a barrier will be put up on the platforms as required.
Degraded dispatch:
If a platform monitor fails, or a mirror broken then the Driver can go back and close up each coach individually using special buttons on the end of each coach (717s and 700s haven't got these!!). There is a 2 hour limit on trains continuing to call without it being fixed or a dispatcher provided, so that the problem doesn't become one that lasts weeks and months.
If it's a right hand side platform however, then the train that discovers the fault is the last one to use it until it's fixed or a dispatcher provided. This is because on 313s, the Driver won't gain an interlock light until his cab door is shut (and therefore can't see out of it along the train). There is no droplight window on that side of the cab to look out of either.
Hindsight is wonderful but why didn’t they build a prototype or at least start testing them earlier. At least the 385s had production halted. (Although it was a bigger run)
TOCs are fined by how many minutes late trains are to their final destination, which is why they skip stops.
The James Street incident could have been interesting had the guard followed the dispatch procedure to the letter. The incident would almost certainly have still happened, as my understanding is the passenger moved to the dangerous position after the doors had closed, and therefore quite possibly after a “train safety check” would have been successfully completed and the guard closed his door).
Yes as they can’t be opened again. Believe it or not that’s what we was told to do, surely there’s another way.....oh yeah despatchers
Yes, until the 313s have all gone, when a barrier will be put up on the platforms as required.
I'm guessing that would depend on the signal position. My understanding from reading this thread is that the problem is caused by signals on the NCL being located on the right-hand side, rather than on the left. So in order for drivers to see the signal clearly, they have stop a bit further back along the platform - hence the need for a barrier (like you see at tube stations).Just on NCL or on any right hand side platform ?
Thanks, makes sense.I'm guessing that would depend on the signal position. My understanding from reading this thread is that the problem is caused by signals on the NCL being located on the right-hand side, rather than on the left. So in order for drivers to see the signal clearly, they have stop a bit further back along the platform - hence the need for a barrier (like you see at tube stations).
See post #1567 for a better explanation!
That is my understanding.So if the signal is visible from the cab of a train that's stopped at the end of a platform, then no barriers are needed.