I shot a lot of this film on the down slow on the Great Northern. Line posesion with a train running in front dropping liquid soap on the rails to make the 321 slide as the film shot in August. (no leaves on the line at that time of year)! When we had finished the whole unit had wheels like the old threepenny bits and had to go to Ilford for wheel turning!
Yes the advice now is to use a mixture of step one and step two breaking and try and avoid using step three if possible. I wonder what the reason is for this changes? I'm wondering if it's for safety or for passenger comfort?
I do believe that at higher speeds, such as for high speed trains, higher braking steps are permitted, so long as you reduce to step 2 or 1 after sufficient speed is lost, as the noticeable deceleration is greater at lower speeds.
Thanks so much for uploading! If you have any video's like this for class 411 or 421 it'd be great, I've been looking for technical information on Southern Slam Door trains for a while. Much appreciate the video on the class 416
I'm surprised the advice was to go straight in to step three full service. Now the advice is to use step one step two and only to step free full service when you really have to.
That's a brill video. Wonder how efficiency of today's braking systems compares to the 90s systems? Are there mixed mode air/hydro disc systems now or are there simply larger discs made from higher grade materials (like the carbon/carbon disc systems found in Formula 1?)
I think the disks are roughly the same, maybe a bit more effective however most trains have a regenerative/ rheostatic brakes so it isn’t uncommon to see the brake pressure drop from say 3bar to 2.5 bar as those additional braking systems kick in
Wow, I'm always amazed how different the railways function from one country to another... All German locos and multiple units have had sanders since 80 years, brake controllers since the 80s have eight brake steps, plus an emergency step that includes magnetic track brakes on all vehicles certified for speeds higher than 160 kph or 100 mph. I won't even go into train protection systems, its hard to understand why the UK were and still are literally decades behind on all of this.
I shot a lot of this film on the down slow on the Great Northern. Line posesion with a train running in front dropping liquid soap on the rails to make the 321 slide as the film shot in August. (no leaves on the line at that time of year)! When we had finished the whole unit had wheels like the old threepenny bits and had to go to Ilford for wheel turning!
Oh how times change..... Now taught Initially in to Step 1 then step 2. Frowned upon to use step 3!!
They don't like step 3 now do they!
Yes the advice now is to use a mixture of step one and step two breaking and try and avoid using step three if possible. I wonder what the reason is for this changes? I'm wondering if it's for safety or for passenger comfort?
@@montyburnsgaming3609 passenger comfort
I do believe that at higher speeds, such as for high speed trains, higher braking steps are permitted, so long as you reduce to step 2 or 1 after sufficient speed is lost, as the noticeable deceleration is greater at lower speeds.
As a passenger, it feels kinda comforting to know, that the WSP “scrubs” the tracks for each following wheel...
Like hell it does. Those things were a nightmare from the day they arrived. I drove them from new almost till they were scrapped.
WSP is basically is anti-lock brakes for trains- it's trying to stop the wheels from locking up to reduce wheel damage and decrease stopping distance.
11:07 The bloke looks like he's struggling to read the autocue
Thanks so much for uploading! If you have any video's like this for class 411 or 421 it'd be great, I've been looking for technical information on Southern Slam Door trains for a while.
Much appreciate the video on the class 416
What a cheerful chap!
I'm surprised the advice was to go straight in to step three full service. Now the advice is to use step one step two and only to step free full service when you really have to.
That's a brill video. Wonder how efficiency of today's braking systems compares to the 90s systems? Are there mixed mode air/hydro disc systems now or are there simply larger discs made from higher grade materials (like the carbon/carbon disc systems found in Formula 1?)
I think the disks are roughly the same, maybe a bit more effective however most trains have a regenerative/ rheostatic brakes so it isn’t uncommon to see the brake pressure drop from say 3bar to 2.5 bar as those additional braking systems kick in
I'm falling asleep 11:27
@Hancockified 142 144 150 153 and 155 units were all fitted with it this year at out company, 333 got it 2008, 321 units somewhere in between i think
Excellent video which explained a lot but came out too late, as we was already trained on the Merseyrail 507 & 508s by the mid 80s.
+railfan gig
Hahahah, that stinks.
But we have added sanders, but don't rely on them.....officially
Wow, I'm always amazed how different the railways function from one country to another... All German locos and multiple units have had sanders since 80 years, brake controllers since the 80s have eight brake steps, plus an emergency step that includes magnetic track brakes on all vehicles certified for speeds higher than 160 kph or 100 mph. I won't even go into train protection systems, its hard to understand why the UK were and still are literally decades behind on all of this.
massive under investment, privatisation, etc.
We've had sanders from the beginning of rail travel haven't we?
Oversanding can cause issues with track circuits.
He pronounces “wheel” the same way Stewie on Family Guy says “whip”.
8:43 "Hi. I'm Ed Winchester"
Have 1,000,000 Internetz for a Fast Show reference, could also be a University of Southern California one as well...
Nope, pretty much exactly the same as shown in this video!
44
looks like concorde lol not like the new adalente
What irritating narration
SHUT UP!!
yeh shut the fuck up
No one asked, Lee 😂