The offending train came from Smithfield sidings. As did the last two to have done this. Hence why it’s not picked up by the auto Changeover.
A little odd the pan was raised at all as (AFAIK) DC still extends into the sidings?
The offending train came from Smithfield sidings. As did the last two to have done this. Hence why it’s not picked up by the auto Changeover.
If you have to come out on DC why would you put up the pan?That would make sense. Seems like there should be better operational instructions and signage (+ reminders) coming out of Smithfield then to not raise the pantograph as it is occurring issue.
If you have to come out on DC why would you put up the pan?
Whatever the cause its about time between NR and Thameslink there was a robust arrangements in place to prevent it.
There also needs to better contingency arrangements in place when this happens as all Thameslink do is pretty well suspend every service group leaving dozens of stations devoid of a service.
Whatever the cause its about time between NR and Thameslink there was a robust arrangements in place to prevent it.
There also needs to better contingency arrangements in place when this happens as all Thameslink do is pretty well suspend every service group leaving dozens of stations devoid of a service.
Well its happened twice in the last 12 months and whilst its low probability its impact is very high which is why there should be a robust contingency plan that keeps trains moving to alternative destinations. TLK telling people to use LNWR to MKC for a service to Bedford is just farcical they should be turning the service around at Kentish Town even if it has to be thinned. The railway says its putting the passenger first but it isn't.It rarely happens and there are systems to prevent it as explained upthread- clearly something went wrong in this occasion - that’s life!
Ultimately if the core is blocked for any reason it will have a massive impact on the service. That’s a drawback of having almost all the GTR services pushed through the TL core.
Well its happened twice in the last 12 months and whilst its low probability its impact is very high which is why there should be a robust contingency plan that keeps trains moving to alternative destinations. TLK telling people to use LNWR to MKC for a service to Bedford is just farcical they should be turning the service around at Kentish Town even if it has to be thinned. The railway says its putting the passenger first but it isn't.
Well its happened twice in the last 12 months and whilst its low probability its impact is very high which is why there should be a robust contingency plan that keeps trains moving to alternative destinations. TLK telling people to use LNWR to MKC for a service to Bedford is just farcical they should be turning the service around at Kentish Town even if it has to be thinned. The railway says its putting the passenger first but it isn't.
Didn’t the driver also have to press a button to acknowledge the alarm?Those date back to the 319s which also played an audible alarm in the cab at Farringdon to remind drivers to lower the pan!
Is it feasible to put a pair of dead rigid bars across the scissors to reduce the risk of incidents like this?There is rigid bar all the way out of the tunnel (dead) to stop the pan strikes, the issue it the cross over is not wired.
I've been regular user of Thameslink services since 2018 as they are the only service provider at my station and 99% of the time im delighted with what they deliver will even stomach the seats! However, when the core has an incident, its not just when a pan is ripped off there have been other issues over the years, the contingency arrangements remain sub optimal give the large amount of capacity that Thameslink services now provide. For instance London Bridge Central side could be use to provide at least two half hourly paths and more like four given the limited use it gets but its not.This just sounds like moaning for the sake of it and FYI I’m an almost daily commuter on GTR.
What’s farcical about ticket acceptance on other TOCs? Bedford stoppers are being turned at Pancras High Level (limited space in there due to EMR’s operations) - both are examples of contingency plans. There is no ability to prevent major disruption if the core is blocked, no amount of contingency planning will ever change that given the intensity of the service. It’s just an inherent limitation of the infrastructure - what are they supposed to do?! magic up extra tunnels under central London to run trains through!?
It’s easy to moan, I guarantee if you were making the decisions you wouldn’t be able to do any better…
Didn’t the driver also have to press a button to acknowledge the alarm?
I've been regular user of Thameslink services since 2018 as they are the only service provider at my station and 99% of the time im delighted with what they deliver will even stomach the seats! However, when the core has an incident, its not just when a pan is ripped off there have been other issues over the years, the contingency arrangements remain sub optimal give the large amount of capacity that Thameslink services now provide. For instance London Bridge Central side could be use to provide at least two half hourly paths and more like four given the limited use it gets but its not.
I get STP HL is already severely constrained but Kentish Town is setup to turn around trains so why not use that.
You can not turn an FLU at Kentish town. There is no step free access or lifts. Easier to continue the last mile or so to St Pancras.I've been regular user of Thameslink services since 2018 as they are the only service provider at my station and 99% of the time im delighted with what they deliver will even stomach the seats! However, when the core has an incident, its not just when a pan is ripped off there have been other issues over the years, the contingency arrangements remain sub optimal give the large amount of capacity that Thameslink services now provide. For instance London Bridge Central side could be use to provide at least two half hourly paths and more like four given the limited use it gets but its not.
I get STP HL is already severely constrained but Kentish Town is setup to turn around trains so why not use that.
Narrow entrance to the Thameslink platforms from the small concourse.I get STP HL is already severely constrained but Kentish Town is setup to turn around trains so why not use that.
I agree. Since the new footbridge was built West Hampstead Thameslink has none of the disadvantages listed above for Kentish Town.West Hampstead nowadays is a much better "emergency" bolthole than it was. (assuming trains turn at Kentish Town)
You would hope. Lots of wires and transitions and counterweights to deal with.Is it feasible to put a pair of dead rigid bars across the scissors to reduce the risk of incidents like this?
OK thats interesting fact and really ought to have been part of the original scheme although I see another poster suggest West Hampstead Thameslink is a better location to turn the trains.You can not turn an FLU at Kentish town. There is no step free access or lifts. Easier to continue the last mile or so to St Pancras.
But Thameslink were turning some trains at London Bridge. So I don't really understand your point.I've been regular user of Thameslink services since 2018 as they are the only service provider at my station and 99% of the time im delighted with what they deliver will even stomach the seats! However, when the core has an incident, its not just when a pan is ripped off there have been other issues over the years, the contingency arrangements remain sub optimal give the large amount of capacity that Thameslink services now provide. For instance London Bridge Central side could be use to provide at least two half hourly paths and more like four given the limited use it gets but its not.
I get STP HL is already severely constrained but Kentish Town is setup to turn around trains so why not use that.
No sign of any 9Jxx at London Bridge. They are now running a Redhill to Horsham service which then means you have to swap to into a 4 car SN VIC service.But Thameslink were turning some trains at London Bridge. So I don't really understand your point.
The railway still does not get this! A block in the Thameslink core should be treated as the railway equivalent of a nuclear meltdown.Well its happened twice in the last 12 months and whilst its low probability its impact is very high which is why there should be a robust contingency plan that keeps trains moving to alternative destinations. The railway says its putting the passenger first but it isn't.
There were two 9Jxx which started from London Bridge, admittedly not many but they aren't just binning everything off.No sign of any 9Jxx at London Bridge. They are now running a Redhill to Horsham service which then means you have to swap to into a 4 car SN VIC service.
Anyhow no surprise to see TLK have now amended 2000 time for service to resumption to end of service.
They were 9Jxx in play by the looks of it but no other 9Jxx has been there for a whileThere were two 9Jxx which started from London Bridge, admittedly not many but they aren't just binning everything off.
Narrow entrance to the Thameslink platforms from the small concourse.
Narrow walkway on the footbridge.
Narrow long and steep stairways to the platforms.
No lifts.
I agree. Since the new footbridge was built West Hampstead Thameslink has none of the disadvantages listed above for Kentish Town.
Speaking with no knowledge of the area or layout but would it be possible to modify the trains so that they cannot take power when provided from 2 sources, and would this have prevented the incident?
You know things have gone pear shaped when you arrive to find 700s upstairs!MML side seems to be running a all stations shuttle service between St Pancras (high level) and Bedford every 30 mins
Even the long in the tooth 313's had this facility - trust me - it did not always work to advantage.
Speaking with no knowledge of the area or layout but would it be possible to modify the trains so that they cannot take power when provided from 2 sources, and would this have prevented the incident?
As I mentioned earlier, why not have an APC on the approach to the station. Just like at Drayton Park. You can't take power again without re-setting the VCB then. And if that doesn't jog your memory that you've forgotten to do something then what will ?