you all probably dont give a shit but does any of you know of a trick to log back into an instagram account?? I stupidly forgot my password. I appreciate any help you can offer me
The DB has a system so if the panthograph is struck the unit isnt stuck forever and will be sent away for maintanace.tho DB does need that system bc their tracks are overloaded af
many years ago on an old 305 unit, we brought the wires down at cheadle hulme during a snow storm, we were at about 75mph and rocking and rolling, the wires were also swaying about and the pan head slipped out from under the wire and went up just enough to go back between the contact and suspension wires, took out half a mile of droppers and arms, until we found a section break, which ripped the pan clean off and shoved it THROUGH the guards compartment roof. oh what fun.
In the mid-2000’s, an Amtrak Acela Express train westbound from Boston, MA to New York, NY was doing 140-150 mph thru Attleboro, Massachusetts when its pans struck a defect in the catenary wire. Ripped down approximately 3 miles worth of wire and damaged or misaligned another 2 miles. Insane.
Those Catenary Wires aren’t graded to handle the speeds the Acela runs at in those sections and isn’t properly tensioned The whole NEC has poor and old infrastructure
@@zycklacon9588 nope. everything east of new haven is still fairly new and was built specifically for the acela's high speeds, so it's all properly tensioned. in fact, i think the 150mph sections further down the line are also properly tensioned.
Great video. as an ex OHL lineman on the GE , all I can comment is that possibly two or more dropper wires failed causing the contact wire to sag enough to catch the pan, as the dropper/s were hanging downward. the two bods in orange oblivious to what just occurred caused me to chuckle. Could of also been poorly adjusted OHL leading up to the bridge.
@@dezzy5743 dropper wires keep the contact wire and catenary wires fixed in position so there is an equal tension and not over sagging , if the dropper wire fails from the bottom contact wire , as long as there is no more than three in a row , you can get away with it at a caution speed of 5MPH and replace ASAP , as we see here in the video , if one on its own fails from the catenary end and hangs down , it will snag a passing pantograph in spectacular fashion
I was in a train in Sweden where this happened in the middle of a forest. It took two hours for the rescue locomotive to arrive and another two hours to couple it to the train, which was eventually five hours late. They let the passengers off the train and sit in the sun. Luckily it was a warm afternoon in July. There is a lot to be said for conductor rail systems.
@@qwertyTRiG Having travelled on 3rd rail systems almost daily for about 50 years, I did not experience a single disruption due to power supply failures. There were a few serious instances of flooding when the track was under 3 feet of water and the services had to be kept going with steam locomotives. On the other hand I was in a train that was stuck four hours in a forest in Sweden. Wires down happens several times a week. In sub zero temperatures you get a nice fireworks display. as the collector on the pantograph burns away. For some reason railways in Sweden have been electrified despite the sparse traffic.
Well spotted mate. I hope that if the RAIB require evidence for an investigation that you step up with the video. I think they would find it incredibly useful :)
Yeah. I'm sure that's what the passengers thought too. I can't believe anybody would make passengers in dress shoes and high heels walk over rails and ballast. Or rather would LET THEM. Especially when TRIPS and FALLS are by far the number one ACCIDENT on ANY railroad among PROFESSIONAL RAILROADERS.
I remember there this! I live in Mill Hill Broadway, and on this date, I saw 50%, if not less, of the amount of Thameslink services, for a long period, nothing at all. Now i know what happened xD
About 30 years ago in Melbourne I was on a peak hour train in our underground loop line when all power was lost in that tunnel between two underground stations. After an hour with no restoration that driver released the doors and we jumped down and walked to the next station. In those days the tunnels had no parallel level walkways so you had to climb down from the train . The eerie thing is that power remained in the other tunnels below us (the loop line is 4 tunnels 2 side by side and those two on top of another two side by side) and you could hear trains still using them. Not sure they’d allow us to do that these days.
This is probably why pantographs are built to be more delicate than the OHE catenary suspenders. Theoretically, it may be possible to build a super strong joint at the collection pan of the pantograph, but if it keeps peeling off the catenary, it would be a safety hazard, and even if the catenary trips, repairs would be a nightmare.
In the cab there is a computer screen and it shows the pantographs and when one fails it has a alarm in the cab then it goes to an automatic emergency breaking
There's no automatic brake application that's all down to the driver. You'll receive an ADD alarm, Automatic Dropping Device, but the train will keep on going.
It's nice of UA-cam to keep re-recommending this First Crapital Connect video to me every 3-4 years, since 2014. PS class 377 pisses allover the 700, all day everyday.
But now the Class 377/5s are with Southeastern as it’s been replaced by the Class 700. I’m surprised that the pantograph that got damaged didn’t even spark off a fire.
@@davidwilkes83 "Overhead" is one word, so how can there be an extra letter in the initials? Especially when the term used to describe the wires is catenary?
@@SiVlog1989 there are 2 abbreviations for it its either OHLE (overhead line equipment) or OLE depending on which abbreviation is being used, I have never heard it being referred to as OHC
When The first pantograph snapped off the train was still moving because the train only needs 1 pantograph. But when the second pantograph snapped off the train came to a complete stop.
Erm... Not correct there, each unit needs it's pantograph. When in multiple like this you have to "drop and stop" if you lose line voltage and it doesn't return or the ADD light flashes (which I can imagine it did in this scenario). The brakes won't apply automatically if line voltage is lost, or an Auto Drop event. This is because if running as a 4 car it can coast with the pantograph lowered. The red plunger in the cab hit by the driver will apply the emergency brake along with dropping the pantographs
@@TrainDriverSam Do the wires short cicuit? Was there any danger if the wires touched the carrages that passengers could get electrocuted? 25kv that is some power!
@@Westhamsterdam the wires were not brought down. If they do fall down they automatically trip. If they don't and they're touching the side of the train there is no risk to people inside as the train is earthed. The only risk would be people who decide to self evacuate themselves
This is interesting I agree, I've seen pantographs get caught on span wires and frogs from poorly adjusted overhead. However, considering that this is midday. And possibly after a morning rush hour. It seems interesting that it did that after many runs through. I've seen this type of things happen in the summer where the heat sags the wires. During the day. But this is March in UK so interesting
A loss of power would not apply the emergency brakes. The driver would have noticed the loss of power and line light and brought the the train to a stand himself.
I had both Pantographs cut through on the coupled set Tram i was driving. They hooked up and stopped the Trams immediately. Best part was the Inspector turning up and screaming at me to lower the Pantographs.
You would understand if you had a sentinel card or personal track safety ticket when you're lineside in the cess, 4ft or 6ft or in a place of safety you're still required to wear full personal protective equipment so that's you safety glasses, toe cap boots with insulated steel mid sole protection hi viz orange (not yellow/green), white helmet or minimum blue helmet for those that are considered new starters in their 1st year oh yes & ear defenders or ear plugs so no they might not have heard it at all.
Watch the clip properly it has more than just 1 pantograph the 2nd is in shot at 0.13 it would be rather pointless in cases like this if it did have just 1 the units are still moveable when the damaged 1 has been removed or secured away from contacting the overhead lines carrying around 25kv or 25000 volts if you get yourself on a pts course all this will be covered & the bonus is with that you could even apply for work on the rail.
May we say there weren't arcing and fire as commented here and also the train suddenly stopped because the pantograph lose cut the train's electricity? Like a shut down safety system? I'm from Porto Alegre city, here we have ALL's diesel locomotives (which hardly ever show up) and the local TRENSURB's 4-cars passenger trains, 100% catenaries+pantographs.
Love the way the track crossing railmen are oblivious to any problem and prob talking about the footy hehe I still think deep snow and third rail can be utterly entertaining for ages as it gaps off to ground making all those zzz zzz zappy sounds and turning off the power for oncoming trains hehe
From what I know, it's pretty bad overall. They likely would be carried out by other passengers, emergency services or have to wait (if it broke down at a station etc). It's not a very good system and there isn't much framework in place like an emergency lift or something. There's also the issue of how difficult it would be to move from trackside in a wheelchair.
That would work, provided that the train has 2+ pantographs, and that the collision does not damage the wires and supports, and that the collision does not create a short-circuit.
I wonder in the privatisation age whether routine maintenance of OHLE has been cut back? Note part of the pantograph assembly hanging from the catenary.
The train has brakes and power meters and speedometers, so the operator knew immediately what happened and applied brakes to bring the train to a stop (and also retracted the rear pantograph starting at 0:12 when you hear the brake squeal, which is why it did not snap off).
@@RobbieHatley very true! but the emergency break button would stop the train and any others in the vicinity. They are Mostly used if someone was on the tracks (trespassing or suicide)
They do have emergency stop buttons that apply the emergency brake and drops the pans the driver would also make an Emergency call on the GSM-R which all trains in the area will hear as well as the signaller and any trains that hear it have to brake to a stand.
@@Bungle2010 if you use only the rear pantograph, the obstacle will not destroy the front one. And why you would need both? Italian EMU and High Speed Freccie still only use the rear one.
Third Rail can only be used for 100 mph max. operation? Really? You obviously never travelled on a late running South West Trains "Greyhound" unit, between Haslemere and Guildford, when the Driver needed to make up some time ......
@@DaveSuperThomas The fastest a train has ever gone on 3rd rail is 108mph and that was some time ago and they never go over 100mph in service if you are suggesting that the driver is speeding then I highly doubt that there are frequent overspeed sensors as part of TPWS and every one of the driver's actions is being recorded by the OTMR.
Remember that. Had to catch the train to MK and get a lift to Flitwick. Fortunately the pandemic means I will no longer have to be a full time commuter again :)
That's how long it takes to stop, besides those trains take ages to tell you somethings gone wrong and the first thing to indicate a drop is the ADD or LL which you're not really looking at 🤣
Nice demolition job! Can happen when something is not toughtly in place, just several centimetres out and this can happen, obviously something was out of alignment!
This cant happen in south london cuz there are no pantographs there the trains use 3rd rail but this is north london well acutually north out of london
@@Bungle2010 buy or lease the loco, shove it in a shed and refresh the stock every 6 months to maintain competence. That's how rerailers work. Easy 👍 Like I said drivers don't need to constantly be driving stock to maintain competence.
![[UA] NAVI vs MOUZ | BO5 | IEM Rio 2024](http://i.ytimg.com/vi/CMBYk0cbGoA/mqdefault.jpg)
Talk about being in the right place at the right time
Damn right!
He should have bought a lottery ticket that night......
Exactly right
What was all that about 🤔
you all probably dont give a shit but does any of you know of a trick to log back into an instagram account??
I stupidly forgot my password. I appreciate any help you can offer me
00:18 (Man in orange jacket to his colleague). "You know you asked to take this afternoon off as leave? No, You can't.
Them two seem oblivious to what had just happened
@Europe Trains!: Trains and soccer lol
@@johnnyboy3949Like nearly everyone walking along with their eyes glued to their mobiles.
That must be an absolute pain to untangle and fix.
not really skilled workers know what to do..
David 4D Of course they turn them off before fixing it. You would be shocked to death if they wasn't.
@@H.EL-Othemany excactly, i beleive the same
You would be shocked to not know how to do this.
The DB has a system so if the panthograph is struck the unit isnt stuck forever and will be sent away for maintanace.tho DB does need that system bc their tracks are overloaded af
many years ago on an old 305 unit, we brought the wires down at cheadle hulme during a snow storm, we were at about 75mph and rocking and rolling, the wires were also swaying about and the pan head slipped out from under the wire and went up just enough to go back between the contact and suspension wires, took out half a mile of droppers and arms, until we found a section break, which ripped the pan clean off and shoved it THROUGH the guards compartment roof. oh what fun.
thats cool but i dont see anyone who asked?
How come your reply was sent 13 hours ago on a five year old comment
@@Ezz652 stfu, let someone reminisce you weirdo
@@Ezz652 Well certainly no one asked for _your_ comment dickbrain.
@@prodigalretrod and no one asked for yours.
In the mid-2000’s, an Amtrak Acela Express train westbound from
Boston, MA to New York, NY was doing 140-150 mph thru Attleboro, Massachusetts when its pans struck a defect in the catenary wire.
Ripped down approximately 3 miles worth of wire and damaged or misaligned another 2 miles. Insane.
Those Catenary Wires aren’t graded to handle the speeds the Acela runs at in those sections and isn’t properly tensioned
The whole NEC has poor and old infrastructure
@@zycklacon9588 Just like the rest of the country. Running on OAF infrastructure.
@@zycklacon9588 nope. everything east of new haven is still fairly new and was built specifically for the acela's high speeds, so it's all properly tensioned. in fact, i think the 150mph sections further down the line are also properly tensioned.
"Keep walking, don't look, it's shepherd's pie for lunch"
Bloody legend! 😂
Must be Monday!
Great video. as an ex OHL lineman on the GE , all I can comment is that possibly two or more dropper wires failed causing the contact wire to sag enough to catch the pan, as the dropper/s were hanging downward. the two bods in orange oblivious to what just occurred caused me to chuckle. Could of also been poorly adjusted OHL leading up to the bridge.
The dropper keeps the contact wire straight right?
@@dezzy5743 dropper wires keep the contact wire and catenary wires fixed in position so there is an equal tension and not over sagging , if the dropper wire fails from the bottom contact wire , as long as there is no more than three in a row , you can get away with it at a caution speed of 5MPH and replace ASAP , as we see here in the video , if one on its own fails from the catenary end and hangs down , it will snag a passing pantograph in spectacular fashion
I think they were lucky being that far away. If the cat had snapped they'd be dead.
I was in a train in Sweden where this happened in the middle of a forest. It took two hours for the rescue locomotive to arrive and another two hours to couple it to the train, which was eventually five hours late. They let the passengers off the train and sit in the sun. Luckily it was a warm afternoon in July.
There is a lot to be said for conductor rail systems.
Third rail has its own problems, though. There's a reason why overhead is more common.
@@qwertyTRiG
Having travelled on 3rd rail systems almost daily for about 50 years, I did not experience a single disruption due to power supply failures. There were a few serious instances of flooding when the track was under 3 feet of water and the services had to be kept going with steam locomotives.
On the other hand I was in a train that was stuck four hours in a forest in Sweden. Wires down happens several times a week. In sub zero temperatures you get a nice fireworks display. as the collector on the pantograph burns away.
For some reason railways in Sweden have been electrified despite the sparse traffic.
I wonder what would happen to someone in a wheelchair if this happened to them.
0:10 ouch never seen that in 18 years omg!
Balls up!
Well spotted mate. I hope that if the RAIB require evidence for an investigation that you step up with the video. I think they would find it incredibly useful :)
Not something the RAIB would be interested in
Amazed by the 2 lineside workers crossing at the same time - they seemed totally oblivious to what happened!!
Two drivers you mean?
@@ExplodingPiggy they werent drivers
@@masonsmainlineroblox uh, yeah they were 😂
@@ExplodingPiggy oh just watched it back and just realised one of them si a driver
That's a nasty dewirement...
Great video, right place at the right time. Never seen anything like that before.
Totally agree!
Brilliant piece of video and still captures.
What a catch,Great bit of video.'''
Yeah. I'm sure that's what the passengers thought too. I can't believe anybody would make passengers in dress shoes and high heels walk over rails and ballast. Or rather would LET THEM. Especially when TRIPS and FALLS are by far the number one ACCIDENT on ANY railroad among PROFESSIONAL RAILROADERS.
DEEREMEYER1 - you going to volunteer to carry them?
Indeed, but at least there is something happening. In the Netherlands we would keep the passengers in the train for probably an hour or 2.
Maybe they were given a choice - (1) stay on the train for 6 hours then be taken to the depot.
(2) Walk the short distance back to the platform.
@@deeremeyer1753 what’s the alternative?
I remember there this! I live in Mill Hill Broadway, and on this date, I saw 50%, if not less, of the amount of Thameslink services, for a long period, nothing at all. Now i know what happened xD
As Sean Connery would put it "Shocking"
positively shocking
the fastest ive ever seen a train stop at takeoff speed
It was likely the Emergency stop button, didn't catch enough speed to require a long distance to stop likely
@@h5skb4ru41 true . But yeah emergency brakes are strong ive learned.
@@bb-3653 the emergancy brakes on a electrostar are strong
@@h5skb4ru41 that was too fast for a buttn activate that emergancy braking was be TMS iniating the emergany brakes
@allansheldrake4832 even thr step three brakes are strong. I think 450s and 350s are the strongest though with regards to brakes.
About 30 years ago in Melbourne I was on a peak hour train in our underground loop line when all power was lost in that tunnel between two underground stations. After an hour with no restoration that driver released the doors and we jumped down and walked to the next station. In those days the tunnels had no parallel level walkways so you had to climb down from the train . The eerie thing is that power remained in the other tunnels below us (the loop line is 4 tunnels 2 side by side and those two on top of another two side by side) and you could hear trains still using them. Not sure they’d allow us to do that these days.
This is probably why pantographs are built to be more delicate than the OHE catenary suspenders. Theoretically, it may be possible to build a super strong joint at the collection pan of the pantograph, but if it keeps peeling off the catenary, it would be a safety hazard, and even if the catenary trips, repairs would be a nightmare.
Ohhhhhh! Ouch....... Thats gonna be a pain to fix. That's a really rare catch dude - nice one :)
How did the pantograph manage to strike something . When they are supposed to be attached to the wires ? .
probably one of the droppers failed and the pan got stuck
A rare catch. How long did it take them to move the units, repair the wires and resume normal service?
Maybe the rest of the day
It would be longer
In the cab there is a computer screen and it shows the pantographs and when one fails it has a alarm in the cab then it goes to an automatic emergency breaking
Maybe on the newest of new stock, but the brakes usually don't automatically apply following an ADD activation.
There's no automatic brake application that's all down to the driver. You'll receive an ADD alarm, Automatic Dropping Device, but the train will keep on going.
Uncontrolled brake applications are avoided where possible to try and avoid the train coming to a stand in a tunnel or on a viaduct.
It's nice of UA-cam to keep re-recommending this First Crapital Connect video to me every 3-4 years, since 2014. PS class 377 pisses allover the 700, all day everyday.
But now the Class 377/5s are with Southeastern as it’s been replaced by the Class 700. I’m surprised that the pantograph that got damaged didn’t even spark off a fire.
The pantograph of the leading unit seemed to just fold back under acceleration. Was it at the right tension for the OHC?
What's the ohc? Overhead cam?
@@Rickytricky01 close, OHC is an abbreviation of Overhead Catenary. In other words, the wires that carry the 25Kv AC electricity above the train
@@SiVlog1989 its actually OHLE
@@davidwilkes83 "Overhead" is one word, so how can there be an extra letter in the initials? Especially when the term used to describe the wires is catenary?
@@SiVlog1989 there are 2 abbreviations for it its either OHLE (overhead line equipment) or OLE depending on which abbreviation is being used, I have never heard it being referred to as OHC
Wow, I didn't know 377s carried this livery!
When The first pantograph snapped off the train was still moving because the train only needs 1 pantograph. But when the second pantograph snapped off the train came to a complete stop.
Erm... Not correct there, each unit needs it's pantograph. When in multiple like this you have to "drop and stop" if you lose line voltage and it doesn't return or the ADD light flashes (which I can imagine it did in this scenario). The brakes won't apply automatically if line voltage is lost, or an Auto Drop event. This is because if running as a 4 car it can coast with the pantograph lowered. The red plunger in the cab hit by the driver will apply the emergency brake along with dropping the pantographs
@@TrainDriverSam Do the wires short cicuit? Was there any danger if the wires touched the carrages that passengers could get electrocuted? 25kv that is some power!
@@Westhamsterdam the wires were not brought down. If they do fall down they automatically trip. If they don't and they're touching the side of the train there is no risk to people inside as the train is earthed. The only risk would be people who decide to self evacuate themselves
The first capital connect did not connect. Instead it disconnected.
I'm still confused on how the panto graph got stuck in top of the lines
Most likely the overhead line was sagging due to poorly fastened or failed support wire, which caught the pantograph to catch and pull down the wire
This is interesting I agree, I've seen pantographs get caught on span wires and frogs from poorly adjusted overhead. However, considering that this is midday. And possibly after a morning rush hour. It seems interesting that it did that after many runs through. I've seen this type of things happen in the summer where the heat sags the wires. During the day. But this is March in UK so interesting
Amazing how well the emergency brake works
A loss of power would not apply the emergency brakes. The driver would have noticed the loss of power and line light and brought the the train to a stand himself.
Well they ain't getting that photograph back on that 377 anytime soon. Bugger, what a mess.
*pantograph
Why weren't passengers using a proper ladder? Why were they allowed to use the steps on a crew door? They aren't safe for public use.
Looks like part of the pantograph got caught on the overhead!😮😱🚈🚋🚋🚋🚋🚋🚋🚋🚋🚋🚋🚋🚋🚋🚋🚈
Unrelated to this video but are the pantos on the 377 5 units ever used anymore, now that they’re with SE?
Yeah surprisingly not. They are just sitting rusty on top so to answer your question No they haven't
I was expecting them to brick the train up under that bridge
Underrated.
I had both Pantographs cut through on the coupled set Tram i was driving.
They hooked up and stopped the Trams immediately.
Best part was the Inspector turning up and screaming at me to lower the Pantographs.
0:10-0:11 This is where 377518 (now with Southeastern) strikes its pantograph across the wires.
Perfect timing camera man !! Had you put that energy into a lottery ticket, you would of probably won millions 👀
This is a bad thing to happen to an EMU. Shocked me
Surely the two guys on the track would of noticed something strange instead of just carrying on walking
You would understand if you had a sentinel card or personal track safety ticket when you're lineside in the cess, 4ft or 6ft or in a place of safety you're still required to wear full personal protective equipment so that's you safety glasses, toe cap boots with insulated steel mid sole protection hi viz orange (not yellow/green), white helmet or minimum blue helmet for those that are considered new starters in their 1st year oh yes & ear defenders or ear plugs so no they might not have heard it at all.
@@Rickytricky01
Blimey. The only things not missing is a nose guard and a protective cup.
No wonder they can't see, hear, nor do anything ...
Great catch mate! Never seen anything like that before..
Would it have been different if the failed locomotive had twin pantograph as did the earlier classes of locos such class 82 for example
Watch the clip properly it has more than just 1 pantograph the 2nd is in shot at 0.13 it would be rather pointless in cases like this if it did have just 1 the units are still moveable when the damaged 1 has been removed or secured away from contacting the overhead lines carrying around 25kv or 25000 volts if you get yourself on a pts course all this will be covered & the bonus is with that you could even apply for work on the rail.
This is what happens when you don't pay your pantograph enough.
It will have a strike
Superb video!
Looking around 27 seconds is that the remains of the first pan hanging from the OHLE?
Michael T i dont think so, the pantograph must have bent backwards, not stuck on the wire
May we say there weren't arcing and fire as commented here and also the train suddenly stopped because the pantograph lose cut the train's electricity? Like a shut down safety system?
I'm from Porto Alegre city, here we have ALL's diesel locomotives (which hardly ever show up) and the local TRENSURB's 4-cars passenger trains, 100% catenaries+pantographs.
Love that this is recommended to me now.
if the train lost its power (the pantographs) why are the lights still on?
Battery Box
Yeah. Lights are battery powered.
batteries
*you'll be going nowhere*
A lucky catch there!
Just wondering, when it ripped from the train, will it have tripped the power in the lines?
Some hours later the group from Guantanamo are still waiting for somebody to get a step ladder and some spanners.
If you stay on the thumbnail it looks like the train is literally endless
pantograph? in russia coaches with a wire connection on the roof are called trolleybus and in german a pantograph is a drawing device
What exactly did it hit to cause such danage?
Bridges
0:11 Oh my god the pantograph has exploded and it’s torn down the overhead wires
Love the way the track crossing railmen are oblivious to any problem and prob talking about the footy hehe I still think deep snow and third rail can be utterly entertaining for ages as it gaps off to ground making all those zzz zzz zappy sounds and turning off the power for oncoming trains hehe
What happened afterwards? I am really curious
World came to a end.
what do they do about wheelchair bound passengers in situations like this?
From what I know, it's pretty bad overall. They likely would be carried out by other passengers, emergency services or have to wait (if it broke down at a station etc). It's not a very good system and there isn't much framework in place like an emergency lift or something. There's also the issue of how difficult it would be to move from trackside in a wheelchair.
0:10 wow what a strike, amazing video 📹
oh thats a lucky shot. Excellent catch.
Good catch!
You can tell how much damage that received, incredible to see though
The funny thing is that here in germany the last pantograph is used incase a stricke acours,so the train ISN'T stuck
That would work, provided that the train has 2+ pantographs, and that the collision does not damage the wires and supports, and that the collision does not create a short-circuit.
I wonder in the privatisation age whether routine maintenance of OHLE has been cut back? Note part of the pantograph assembly hanging from the catenary.
Pantograph strike? Were they demanding higher pay?
Underrated and somewhat future predictive comment 😂
I'm surprised they were allowed to walk people over ballast and rails. That's not exactly a litigation-proof surface.
Amazing that you caught this! Great catch. I’ve subscribed!
Lucky catch there Tim!
I think I saw the driver lower the second panto to prevent it from getting damaged good job on his part
Wilfstor no it’s beacause it’s moving fast
And it’s shaking the camera
I know in Japan they have emergency stop buttons. I wonder why they don’t have them hear.
XD wat
The train has brakes and power meters and speedometers, so the operator knew immediately what happened and applied brakes to bring the train to a stop (and also retracted the rear pantograph starting at 0:12 when you hear the brake squeal, which is why it did not snap off).
@@RobbieHatley very true! but the emergency break button would stop the train and any others in the vicinity. They are Mostly used if someone was on the tracks (trespassing or suicide)
They do have emergency stop buttons that apply the emergency brake and drops the pans the driver would also make an Emergency call on the GSM-R which all trains in the area will hear as well as the signaller and any trains that hear it have to brake to a stand.
@@tgm9991 I mean on the platforms! Obviously in this case they wouldn’t help much, But that is Not their primary use
Haha, would have to happen to my local. Are you local mate?
And that's why in Italy the Train Driver MUST ALWAYS use only the rear pantograph.
@@Bungle2010 only the rear pantograph will be damaged, leaving the front one intact.
@@Bungle2010 if you use only the rear pantograph, the obstacle will not destroy the front one.
And why you would need both?
Italian EMU and High Speed Freccie still only use the rear one.
@@Bungle2010 you clearly do not understand how much power you can draw from a single pantograph.
It's enough for a 1200ton. train.
Don't get these problems with the 3rd rail. I know it occasionally happens but in 30 years I've never even come across a displaced 3rd rail.
Kris Jenders yeah but third rail is more dangerous to track workers and can only be used for 100mph max. Operation.
Third Rail can only be used for 100 mph max. operation? Really? You obviously never travelled on a late running South West Trains "Greyhound" unit, between Haslemere and Guildford, when the Driver needed to make up some time ......
Owen Evans it’s more to die tih that there are no lines that require more than 100mph with 3rd rail
The only section I know runs at 100mph on third rail is Tonbridgd to Ashford, where the line is in a perfect straight.
@@DaveSuperThomas The fastest a train has ever gone on 3rd rail is 108mph and that was some time ago and they never go over 100mph in service if you are suggesting that the driver is speeding then I highly doubt that there are frequent overspeed sensors as part of TPWS and every one of the driver's actions is being recorded by the OTMR.
Remember that. Had to catch the train to MK and get a lift to Flitwick. Fortunately the pandemic means I will no longer have to be a full time commuter again :)
Didn't get these problems in the steam days!
Brilliant catch mate
The fact them 2 fellas in the high viz when it happened didn’t react is confusing
I didnt know pantographs were unionized!
And that folks, how southern got their 377/4s
Loool, some are probably at southeastern now tbh
@Dubleses_YT I assume you just realised they have 377s lool, the 377s still have their grey roof tops and the blue is a little different to the 375s
"Yeah can you just pass down to Brighton for your back workings driver?"
"Piss off Pete!" 😂
How did the pantograph get striked
0:19 don’t look back lets just keep going.
😂😂
That's how long it takes to stop, besides those trains take ages to tell you somethings gone wrong and the first thing to indicate a drop is the ADD or LL which you're not really looking at 🤣
I don’t understand how this can happen.
Droppers come off all the time, causes the contact wire to sag and catch the pan. Also might have been some shite stuck the the wire too 🤷♂️
@@ExplodingPiggy Thanks. I thought it hit the bridge. Small screen on iPad didn’t show it clearly, I guess.
Nice demolition job! Can happen when something is not toughtly in place, just several centimetres out and this can happen, obviously something was out of alignment!
You don't get these kind of problems with Steam.
Ha
dont for get the bad working conditions and everything being filthy because of all the soot
Kuban Pete Not mention they're slow and very high maintenance
yeah you get worse
oh and line side fires, more men required to run it...;-) give me a 43 any day
ouch 0:10 jeez that looked like an explosion
how many men does it take to change a cooper wire?
How as it come off and stuck on there
ha, I live in bedford and I work at the network rail depot.
This cant happen in south london cuz there are no pantographs there the trains use 3rd rail but this is north london well acutually north out of london
Crossrail would like to have word with you.
The rail will fall off then 😂😂😂
I am amazed how there wasn't a loco at the station to haul the train back again.
You spoon
@@HexAyed Pardon me?
There can't be locos sat at every station doing nothing
@@tgm9991 As far as I have seen it here, every in-use Russian station has at least one locomotive of some sort available at short notice.
how did it stop
Luckily they weren't too far from the station 🙂🙂
Why were people evacuated directly onto the track rather than just being kept on the train pending a rescue train? That would've been safer.
Because it's First Crapital Connect
Because they were just outside the station?
The joys of having a spare diesel locomotive around to pull the electric train back to the station.
Shame there isn't one 🤣
@@Bungle2010 a train driver is qualified to drive trains, not just one.
@@Bungle2010 buy or lease the loco, shove it in a shed and refresh the stock every 6 months to maintain competence. That's how rerailers work. Easy 👍
Like I said drivers don't need to constantly be driving stock to maintain competence.
377518's pantograph was damaged and the wires
Ripped off you mean? 🤣
the 319 in the depot says “Yes finally that loser brakes the overhead wires”
where the class 319
breaks*
Wow great video.