I was thinking more of the rampant greenery around Vigo Bridge...
or nearer home the climb up to the A38 at Tytherington quarry - would the wires stretch from Winterbourne over to Thornbury ...
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Which train type has best performance climbing the Lickey Incline?
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I was thinking more of the rampant greenery around Vigo Bridge...
or nearer home the climb up to the A38 at Tytherington quarry - would the wires stretch from Winterbourne over to Thornbury ...
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RailUK Forums
Thanks to ComUtor & Fincras for putting me right.
I was wrong to suggest the running brake test was not mandatory.
This isn't the place to suggest it should be abolished(abolition doesn't stop drivers from doing it their own initiative).
But there is a very strong case, read my earlier post, for scrapping rule 4.6, which orders a running brake test.
That would get trains up Lickey faster & with less fuel/ electricity consumption - & for example up the steep grade out of London Victoria.
Well your incorrect.
I cancelled a service due to a shocking running brake test, 800 yards from starting up, fortunately I wasn't due to stop at Central, but wouldn't of been able to anyway,
A clean set of undies were needed after getting a zero reaction from the brake handle, and resulted in me tripping the brake mcb. Otherwise I was heading to the parking brake and praying.
For some unknown reason the train wires had corrupted and rendered the brake handle dead from when I released the brake.
Got to love 30 year old DMUs.
I cancelled a service due to a shocking running brake test, 800 yards from starting up, fortunately I wasn't due to stop at Central, but wouldn't of been able to anyway,
A clean set of undies were needed after getting a zero reaction from the brake handle, and resulted in me tripping the brake mcb. Otherwise I was heading to the parking brake and praying.
For some unknown reason the train wires had corrupted and rendered the brake handle dead from when I released the brake.
Got to love 30 year old DMUs.
Whoever advised you at these TOCs should be reminded of the rule book.
Considering where it was 10yrs ago, we have moved on considerably. I think that where it is now is just about right.
Even with a running brake test the gradient out of Vic isn't any problem whatsoever. I hit linespeed with out breaking a sweat and you are braking into Battersea Pier. You need to control your acceleration out the station or you end up speeding.
142 Pilot.
That was serious. Thanks for telling us.
I am amazed the RSSB did not issue an immediate report.
I am no longer at the railway front end, but if it happened more than a couple of years ago I would have heard about it & informed colleagues if a report was circulated.
It must have been reported as the unit was taken out of service & the reason found. I guess you lost your confidence for a while.
How long ago did it happen? I would like to trace the report.
So may others.
43096
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Why do the RAIB need to issue a report? If the cause is known and a fleet check is implemented (including other operators via the NIR process) to prevent a re-occurrence, then there seems little point in the RAIB wasting time investigating where remedial action has already been taken.
That sort of thing (brake faults) happens more often than you might think. There is a very good reason why running brake tests are still mandatory as per the rule book (although the rule book does give leeway as to when and where RBTs are carried out). If any company doesn't require running brake tests to be carried out I would be interested in seeing the derogation from Network Rail.
142Pilot - did you apply the brake to 'emergency', that should earth out the brake control wires and guarantee an emergency application. The Westcode brakes on 14x/15x (and some other) units need energisation of two separate control ''train wires' in order to release the brake (or prevent the brake from applying) and moving the brake handle to emergency earths out both of these control wires proving that no false feeds to those train wires could persist. This is one reason why static brake tests are required when preparing a train (or carrying out a 'part preparation' on Northern) before moving if you take over an unattended traction unit. If you did apply the brake to the emergency position yet no brake application was made at all then that means that there were three separate electrical faults with the brake controller in that cab.
As for running brake tests, they are needed for the driver to confirm the performance of the brake (new blocks/pads or variations in air pressure all have a effect), the available railhead conditions and to check (once the brake is released after a RBT) that dragging brakes or another problem such as a siezed wheelset/gearbox etc doesn't exist by then checking that the train coasts freely before resuming traction power.
142Pilot - did you apply the brake to 'emergency', that should earth out the brake control wires and guarantee an emergency application. The Westcode brakes on 14x/15x (and some other) units need energisation of two separate control ''train wires' in order to release the brake (or prevent the brake from applying) and moving the brake handle to emergency earths out both of these control wires proving that no false feeds to those train wires could persist. This is one reason why static brake tests are required when preparing a train (or carrying out a 'part preparation' on Northern) before moving if you take over an unattended traction unit. If you did apply the brake to the emergency position yet no brake application was made at all then that means that there were three separate electrical faults with the brake controller in that cab.
As for running brake tests, they are needed for the driver to confirm the performance of the brake (new blocks/pads or variations in air pressure all have a effect), the available railhead conditions and to check (once the brake is released after a RBT) that dragging brakes or another problem such as a siezed wheelset/gearbox etc doesn't exist by then checking that the train coasts freely before resuming traction power.
thecrofter
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As the Rule Book is a Railway Group Standard, wouldn't that have to be a Deviation from RSSB rather than a derogation from Network Rail?
The 27 way multiple jumper came out of it's socket.to be fair a running brake test tells you little unless somthing is very out
an experienced driver will know without a running brake test when the brakes are good a bit poor very poor or excellent without thinking
years ago i left victoria after coupling a 4epb to another 4epd i stopped at battersea ok on leaving i noticed lack off power so off overload reset and open up again still sluggish but kept going now any experianced driver will know what will happen at clapham juction without even thinking which will be proven 10m into the braking zone for clapham jct
any one like to hazard a guess at the cause
Happened to me many years ago running into Cannon St with a 8 car Vep. Applied brake about 6 coaches from the stops and thought that don't feel right, put more brake in and was still not happy so banged it straight to emergency, stopped in a big heap 1 inch off the stops.
that off course is right but sod your luck
i had the warning somthing was up but confirmed by the same feeling as you had when stopping
suspect cannon street was a slow run in for several months after that for you especially if you remember the 1991 "buffer" incident
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