First Silverlink '150' Refurbished

[whole diary]

[Kingfisherdart]

I understand that ex-Silverlink 150121 is currently at Laira for an internal refurbishment, and an external repaint into 'Local Lines' livery.

Luke

[Super Guard]

Correct.

[Nemesis]

Are they going to do anything with the DKS^▸ (Door Key Switch) switches?  (Door Key Switches).  On 150/1s, they are non standard (for sprinters) BR1 key operated.  The norm is the trusty T key.  Apparently, it is easy to become locked out of the vestibule ends as the connecting doors are also operated by BR1 keys.  Should a guard leave a key in the DKS, he or she can be locked out of the vestibule and unable to operate doors :-)

I heard a guard tell a driver that the lack of intermediate door panels is also an unpopular feature of these trains.

Ripping out the inner city style 3+2 seating would also be a plus.

[readytostart]

Are they going to do anything with the DKS^▸ (Door Key Switch) switches?  (Door Key Switches).  On 150/1s, they are non standard (for sprinters) BR1 key operated.  The norm is the trusty T key.  Apparently, it is easy to become locked out of the vestibule ends as the connecting doors are also operated by BR1 keys.  Should a guard leave a key in the DKS, he or she can be locked out of the vestibule and unable to operate doors :-)

I heard a guard tell a driver that the lack of intermediate door panels is also an unpopular feature of these trains.

Ripping out the inner city style 3+2 seating would also be a plus.

When I worked at ScotRail we had a similar issue with the Class 322, with cab door and DKS both operated by a BR1 key. After a couple of lockings out and having to operate emergency door releases most of my colleagues had fell into one of two camps: 1) always take the BR1 out of the DKS after each stop, or 2) acquiring an extra BR1, one for cab access and one for the DKS. Option two suited me as the lack of intermediate panels meant it was going to be the only place the doors could be operated anyway.

[smithy]

keeping 3+2 seating.

i am under the impression that this "refresh" is a short term tart up they will get full refresh when other stroke 1's arrive.

although things may have changed since i last spoke to me engineering contact so will see what comes back from laira.

[Super Guard]

I was under the impression there was "limited" funds available, and I don't think intermediate door controls or T-key DKS^▸ (Door Key Switch) were going to be introduced... happy to be wrong though 

[qwerty]

I was under the impression there was "limited" funds available, and I don't think intermediate door controls or T-key DKS^▸ (Door Key Switch) were going to be introduced... happy to be wrong though 

Intermediate door controls are (or were) to be fitted to 150/1 as passengers are not to use the slam door if a 4 car turns up at St. James Park.
Usual caveats apply, they may change their minds if the safety people will agree to a few quid being saved.

[devon_metro]

There is nothing about the slam door that is unsafe, 150/1s haven't been barred from stopping at Avoncliff!

[qwerty]

There is nothing about the slam door that is unsafe, 150/1s haven't been barred from stopping at Avoncliff!

Sigh! The slam door is not a passenger access door (in normal circumstances) and it is clearly not desireable to have passengers using it.

[smithy]

There is nothing about the slam door that is unsafe, 150/1s haven't been barred from stopping at Avoncliff!

Sigh! The slam door is not a passenger access door (in normal circumstances) and it is clearly not desireable to have passengers using it.

what is difference between using slam door at short platform stations like avoncliff etc and using power single door of a 150/2 at same said stations??

[inspector_blakey]

I'm slightly confused and admit I'm guessing here, but isn't the gist of the argument something like this...?

It's fine for passengers to board/alight under the direct supervision of the conductor through the guard's slam door at halts like Avoncliff. What is not considered fine is passengers letting themselves in through the guard's slam door(s) in the centre of the train if a 150 works in multiple? Although I don't see how intermediate door controls help that situation. Can the guard's vestibule and external slam door legitimately be locked out of use when in traffic with a BR1 or T-key? How do other operators of the type deal with this apparent problem?

[smithy]

I'm slightly confused and admit I'm guessing here, but isn't the gist of the argument something like this...?

It's fine for passengers to board/alight under the direct supervision of the conductor through the guard's slam door at halts like Avoncliff. What is not considered fine is passengers letting themselves in through the guard's slam door(s) in the centre of the train if a 150 works in multiple? Although I don't see how intermediate door controls help that situation. Can the guard's vestibule and external slam door legitimately be locked out of use when in traffic with a BR1 or T-key? How do other operators of the type deal with this apparent problem?

on a 150/1 passengers cannot access crew vestibule area to get at slam doors anyway,the saloon-vest door has a br1 lock.the crew doors will also be locked via handle from inside so passengers cannot access from platform side unless they have got a T key.

so in answer to your question the doors have to be locked in service for safety reasons other 150/1 operators will work the same.the saloon to vestibule door automatically locks when shut unlike a 150/2 where it needs locking with a BR1

[inspector_blakey]

OK, so where's the issue with using 150/1s in multiple then, and how does the provision of intermediate door controls have any bearing on this if those vestibules are locked out and pax can't get access to them anyway 

[smithy]

not ideal in multiple due to no through gangway although they get used this way,intermediate crew controls are so the guard can access from other places rather than having to make sure they are by cab for station stops,can be difficult on really busy services.

[Nemesis]

Lack of intermediate door panels on 150/1 stock makes it incredibly difficult for a guard to perform revenue duties effectively on stretches of line where stations are close together.  And as for 150/1s on the St Ives branch... forget it...or so I have heard.