It's past Hertford now, so potentially only another half hour or so.The 09:52 Aberdeen to King's Cross train I believe is at Stevenage or now diverting from there to King's Cross. Almost 16 hours some people would have been on that train!
It's past Hertford now, so potentially only another half hour or so.The 09:52 Aberdeen to King's Cross train I believe is at Stevenage or now diverting from there to King's Cross. Almost 16 hours some people would have been on that train!
Yes - my record is 16 hours and 20 minutes, the last half-hour involving being talked past six signals at danger. Not much point shouting for relief as there wouldn’t have been anyone to come out until the early turn drivers started booking on!Sorry - my post wasn't in reply to yours, more a musing having listened to the midnight news bulletin.
I assume that drivers who are over hours can, in an emergency like this, carry on to the next depot but should be relived as soon as practical?
AND
According to the BBC, "Govia Thameslink said a technician is required to restart trains that have been stopped on the tracks by the power cut."
Why have we allowed this to happen. We have some highly skilled drivers, so why can't we equip them to be able to re-start the trains, which would avoid these problems and enhance network resilience
The UK has historically had an extremely resilient grid because it was overengineered, with a large margin between peak projected demand and available generating plant, and multiple redundencies at pretty much every level of the transmission infrastructure.So really you are saying we have barely enough, or insufficient, generating capacity because so many coal-fired stations have closed.
Amazing the number of Americans working for the BBC now. Two separate reporters referring to power outages instead of power cuts!
Very sloppy reporting from our National broadcaster.
Were any London Underground operations affected by this? I guess Overground was affected due to the power cut at Clapham Jct.
The BBC still haven't reported the fact that the reset systems on the 700s are the main reason of the extensive delays.
Is it a defect or by design ? We all seem to jump to the conclusion that everything is broken and faulty. They could have put the 700s into *low power mode.
The juice suddenly dropped out. Not sure that is the fault of a 700. With little information about what power was available, if VCB's tripped, pantographs blew, no power was available, units rebooted incorrectly, procedures not followed etc etc. I find it difficult to jump to any conclusion.
700s have been having changeover issues at City/Farringdon and through Neutral sections for a long time and have already caused incidents and evacuations. Nothing has so far triggered an RAIB investigation.
*where available.
You add a potential source of faults but also a powerful tool for diagnosing faults before they cause disruption. The 700s computers seem to cause fewer routine problems than the computers on the Mark-3-derived EMUs we used to suffer. Ever been on board during a "rolling reboot"?If you put a computer in everything, you can more or less guarantee that it's going to be faulty.
Be a bit worrying if DC frequency drifted low!Didn't happen with all the third rail stuff
Because it has been rectified into something approximating DC by 12 pulse rectifier ( rough as) so the AC frequency doesn't matter to the trains.Didn't happen with all the third rail stuff
You add a potential source of faults but also a powerful tool for diagnosing faults before they cause disruption. The 700s computers seem to cause fewer routine problems than the computers on the Mark-3-derived EMUs we used to suffer. Ever been on board during a "rolling reboot"?
it's not the drivers fault!We *did* have highly skilled drivers. Traction training used to be excellent and you could probably do a bit yourself before involving Three Bridges (Hornsey before that). Now, it’s extremely low-level traction knowledge and people wouldn’t necessarily know what to do. Absolute rubbish is that.
I guess the investigation needs to cover why it took over 7 hours to shift all these failed 7xx. Yes the power fault was the cause but it shouldn’t take 7 hours to shift an EMU. Poor LNER taking a pasting because of yet more failed 7xxYou add a potential source of faults but also a powerful tool for diagnosing faults before they cause disruption. The 700s computers seem to cause fewer routine problems than the computers on the Mark-3-derived EMUs we used to suffer. Ever been on board during a "rolling reboot"?
The Victoria Line was completely suspended for quite some time!
I guess the investigation needs to cover why it took over 7 hours to shift all these failed 7xx. Yes the power fault was the cause but it shouldn’t take 7 hours to shift an EMU. Poor LNER taking a pasting because of yet more failed 7xx
I guess the investigation needs to cover why it took over 7 hours to shift all these failed 7xx. Yes the power fault was the cause but it shouldn’t take 7 hours to shift an EMU. Poor LNER taking a pasting because of yet more failed 7xx
I guess the investigation needs to cover why it took over 7 hours to shift all these failed 7xx. Yes the power fault was the cause but it shouldn’t take 7 hours to shift an EMU. Poor LNER taking a pasting because of yet more failed 7xx
So it looks like the ability to readily restart trains joins air conditioning and operational toilets in the list of ‘things in a power cut that should have been pretty obvious for the manufacturers of new trains to have addressed in the first place’.
30 were stranded but some of those rebooted eventually so less than 30...Do we know how many failed units were awaiting specialist attention on track on (a) the lines out of Kings Cross/Moorgate and (b) on the MML?
Do we know how many failed units were awaiting specialist attention on track on (a) the lines out of Kings Cross/Moorgate and (b) on the MML?