Loss of power query.

Perhaps a tt option to carry a fault? A Northern service arriving at Piccadilly or Victoria can have a fitter meet it and hit it with a hammer or top up coolant on a diesel (the main loss of power cause!); however if it happens on the way to Rose Hill or Chester for example we’ll have to carry the fault back to base as we don’t have a fitter. However it might be too difficult to implement as a sim dev or TT writer for the few moves it would apply to compared to the input effort!

Splodge in post 151816 said:

Perhaps a tt option to carry a fault? A Northern service arriving at Piccadilly or Victoria can have a fitter meet it and hit it with a hammer or top up coolant on a diesel (the main loss of power cause!); however if it happens on the way to Rose Hill or Chester for example we’ll have to carry the fault back to base as we don’t have a fitter. However it might be too difficult to implement as a sim dev or TT writer for the few moves it would apply to compared to the input effort!

I have thrown a few of those into some of my TT's, but done as small % decisions and with a specific train type - eg 'HST one engine' with a speed of 90 and v.slow/heavy performance settings. I then have the remedies (loco/unit swap, long stop, enter and attach 1Z99) set up in the timetable where theu can be made to validate OK.

The whole loss of power is random is it not? If a train enters from Waterloo with a loss of power and lets say terminates at Reading then there won't be a fitter there to have a look at it until it gets back to Waterloo therefor in my opinion the loss of power should automatically enable on the trains return journey which can then be disabled in the TT editor if the player doesn't want it.

i26 in post 151833 said:

The whole loss of power is random is it not? If a train enters from Waterloo with a loss of power and lets say terminates at Reading then there won't be a fitter there to have a look at it until it gets back to Waterloo therefor in my opinion the loss of power should automatically enable on the trains return journey which can then be disabled in the TT editor if the player doesn't want it.

On the other hand there were watering cans on the platform to top up the old DMU's.
Similarly say a dud speedo only mattters in the leading cab.

No one size fits all

bill_gensheet in post 151836 said:

i26 in post 151833 said:

The whole loss of power is random is it not? If a train enters from Waterloo with a loss of power and lets say terminates at Reading then there won't be a fitter there to have a look at it until it gets back to Waterloo therefor in my opinion the loss of power should automatically enable on the trains return journey which can then be disabled in the TT editor if the player doesn't want it.

On the other hand there were watering cans on the platform to top up the old DMU's.
Similarly say a dud speedo only mattters in the leading cab.

No one size fits all

But in some circumstances a loss of power could effect the return journey so maybe random if the train suffers with the issue on the return? Also on sims like Wimbledon a train can develop a fault which effects the power instead of only trains entering the sim having a loss of power?

Prior to April 1994 during the BR era if a 2 car unit like a 1st Generation DMU or a Cl.150, Cl.156 or a Cl.158 2 car set lost one engine the rule was that the train had to terminate at the next station, de-train all the passengers & be taken out of service immeadiately & go ECS to a maintenance facility where the problem could be identified & fixed. It wouldn't be allowed to continue in service with a loss of power. Whether that's the case still these days I've no idea as I worked on the freight side of the railway industry. I remember back in the late 1970s travelling on a 2 car Cl.105 Craven unit between Bedford & Bletchley[Usually 1 power car & 1 trailer vehicle] & the unit lost an engine. So the train stopped at Aspley Guise & we all had to get off & wait for the next train which turned up about an hour later. The unit went empty to Bletchley TMD. Not something SimSig can easily simulate I hasten to add.

58050 in post 151839 said:

Prior to April 1994 during the BR era if a 2 car unit like a 1st Generation DMU or a Cl.150, Cl.156 or a Cl.158 2 car set lost one engine the rule was that the train had to terminate at the next station, de-train all the passengers & be taken out of service immeadiately & go ECS to a maintenance facility where the problem could be identified & fixed. It wouldn't be allowed to continue in service with a loss of power. Whether that's the case still these days I've no idea as I worked on the freight side of the railway industry. I remember back in the late 1970s travelling on a 2 car Cl.105 Craven unit between Bedford & Bletchley[Usually 1 power car & 1 trailer vehicle] & the unit lost an engine. So the train stopped at Aspley Guise & we all had to get off & wait for the next train which turned up about an hour later. The unit went empty to Bletchley TMD. Not something SimSig can easily simulate I hasten to add.

In the summer of 1979 Cricklewood was pretty stretched for DMUs (it was sometimes referred to by us operators as Cripplewood). Sometimes they'd put a 127 on the Kentish Town - Barking service, pretty undesirable because the combination of short inter-station distances and steep gradients meant their hydraulic transmissions weren't able to get into direct drive. Consequence was they they rarely managed more than one round trip and it was common to see them limp past Junction Road on one engine, with plumes of steam coming from under the power cars - but definitely still carrying passengers! (A couple of years later, when I became station supervisor at Barking, one of the first things I was shown was where the watering can was kept for topping up the T&H units.)

Now that *would* be something interesting for Simsig to try and simulate...

<snip>
As you say you were station supervisor at Barking did you know Trevor Goddard?

58050 in post 151850 said:

<snip>
As you say you were station supervisor at Barking did you know Trevor Goddard?

I knew of Trevor; he had gone into the Control by the time I arrived at Barking (autumn of 1981, after my stint on the Motorail) but he was still often spoken of.