Toilet is air solenoid operated as are all controlled emissions toilets so if a air leak or heavy loss of air it affects the trains main air res (around 10 bar) if main res drops to around less than 5 bar a safety system kicks in and applies the train brakes as any less than that pressure the train brakes will not work effectively..... so not as daft as it sounds now is it😮
@@grahamallen1970 But why would you link the toilet air reservoir into the same one for the brakes, given this video says that a loss in pressure affects the brake supply? Surely it could've been designed to work separately??
@@onlinefriend3889 all air systems on uk stock runs of the same air compressor that supplies the brakes...none return valves would seem to be a good idea but have been troublesome in past and caused brake failures.... When you have lemons you make lemonade...that's how uk trains work... Loss of air supply also affects warning horn...= extremely slow running at caution as unable to give warning to lineside workers...no windscreen wipers on some units ... No air to drivers seat...the list goes on
This train was designed by committee. “If the engine doesn’t start, turn on the windscreen wipers, walk down the end of the train and look out the window. Burn some incense then go back to the cab and press the fog light button”. Eh?, re-set the toilet heater to make the doors work?!!! Madness.
No wonder our trains are late or when they break down its a major farce to resolve! I really feel for drivers having to deal with all this. At least with steam you could limp easily for the rest of the journey! :-)
7:45 Ensure you that you lock the toilet out of use. Having to take the entire carriage out of service due to a toilet being filled with shit and not being able to flush isn't good.
Just watching this and that was a very curious omission - not mentioning taking the toilet out of service with a disabled pneumatic flush! , would like to think that's obvious
Thank C----t for MetCamm Class 101,s built in the Jurassic period, simple, noisy smelly, not that fast but they work and get you to your destination. Yes cats&kittens you can fix a 101 with spanners screwdrivers , socket sets and not a f-----g laptop!!!!.
@@basiltaylor8910 The blame for the issues the 180 and the similar Coradia Juniper classes was cost cutting instigated from Alstom's HQ in France. The old Met-Camm plant was able to successfully produce the 1995/56 tube stock, Class 390 and the X3 for Sweden without the same issues.
So typical of companies run by corporate bean counters, you have to issue each a Ladybird Book with pictures to realise what a real train looks like. @@solsburian Good old Met Camm a company run by railway engineers, not bean counters. Alstom should venture into making sex toys for Love Honey and leave train building to the experts Met-Camm.
Some of the main problems with these units are: 1 Digital Ash Tray Sensor Malfunctions. 2 Digital toilet (Digibog) will not swap to manual override when passing through tunnels at 250 mph and once they have overcome the problems with horn tuning, it should be B flat rather than C sharp, they should turn out to be reliable units.
Faults and Failures, yes it's someone's fault that the 180's were ordered now being know that they are a failure! Supposedly the ex-HT units were offered to GWR as part of the latest Direct Award, took them a while to stop laughing before saying no!
poor nieve East Midlands railway I hope the fire services on route were suitabley warned, although considering it took several hours to rescue people from the HST crash I think I'll wait for a 222,
For C----t sake I want the damn train to start and run!! is that too much to ask!!,am not Brains from Thunderbirds. Old Met Camm 101,s were easy press the starter warm up the 680,s check fuel and oil levels , coolant and brake pressure she,s ready to run.
For many year First Hull Trains ran a small fleet of 180's, during this time I have had many Hull To London Kings Cross trips were passengers have had to travel to Doncaster via Northern Rail and change to another service provider to reach London due to 180's failing for one reason or another. As a passenger I am glad to see the back of the 1980's, I believe Grand First Central now have them.......good luck.
0:10 oh REALLY, state of the art? the title says "Faults And Failures" so, it isn't any state of any art 7:10 so if i flush the toilet, i make the train break!
At least, you're not throwing a crowbar into the toilet. There is a more or less funny belief that if you do it while riding an old train where waste is dropped directly on the tracks, it will derail.
These videos are training videos, they show us all possible faults, you don't see all of these faults all the time. I drove these for several years before they got moved to Hull Trains, I didn't get many problems, I've had more failures and problems on the Hitachi 800s in the short time we've had them than I ever had with 180s. I call 800s 180 GLS.
Just an over complicated design by Alstom as the ATW 175s that are like the 180s also had lots of problems when they were new although they seem pretty reliable now im not sure if the 180s are any better now but its a shame they were problematic as I feel that they are one of the best DMUs out there as they are roomy and very comfy
seems to depend on the leaseholder. FirstGroup seem to insist on running these trains (Classes 180 ad 175) "as designed" (First Great Western 2012 engine faults, and Hull Trains 2018 fires) whereas Arriva UK Trains (Grand Central and previously Arriva Trains Wales) seem to modify them / disable certain non-critical unreliable features (such as the retarders, braking performance still meets the legal standard with them disabled)
I certainly hope they gave the poor drivers a map. It's all an amazing mixture of obscure tricks (like knowing which sets of numbered circuit breakers are "non-essential") and band-aid solutions (like the button with the red decal marked DO NOT USE). "Well, for pity's sake, Gareth, you've only been resetting the main auxiliary in 3109 instead of the auxiliary main in 3901! No wonder the reading lights don't work."
8:36 Inside is a green isolation coq. Shut this off. But be careful, it gets very hot. The cab vehicles have only one green coq; the other is a thermostatic type, similar to the ones that you might see at home on a radiator. Do not isolate this one, or any other coloured cox in this area.
Sometimes I’m worried this is on youtube. Like, their guidebook is so messy that putting the training on youtube is easier. « If you have an FNR problem, log on youtube.com and ... »
Does the driver then get a chance to drive the train? What time does he sign in before departure? How many unit repair books do they have? What the **** is a Standards Manager these days? Honestly, modern railways.
This is total sensory overload - do the drivers has a SOP sheet to follow all of these steps plus a fault finder card? - surely most of this cannot be done from Memory>???
![[ ออกกอง ] วัยหนุ่ม 2544 โลกหลังลูกกรง..ทัวร์กองถ่ายหนังใน "คุกของจริง" | JUSTดูIT.](http://i.ytimg.com/vi/vB--aOkZCpw/mqdefault.jpg)
"A burst or any similar defect in any toilet can result in a loss of main reservoir air pressure"...
Dear lord...
Blimey!
Toilet is air solenoid operated as are all controlled emissions toilets so if a air leak or heavy loss of air it affects the trains main air res (around 10 bar) if main res drops to around less than 5 bar a safety system kicks in and applies the train brakes as any less than that pressure the train brakes will not work effectively..... so not as daft as it sounds now is it😮
@@grahamallen1970 But why would you link the toilet air reservoir into the same one for the brakes, given this video says that a loss in pressure affects the brake supply? Surely it could've been designed to work separately??
@@onlinefriend3889 all air systems on uk stock runs of the same air compressor that supplies the brakes...none return valves would seem to be a good idea but have been troublesome in past and caused brake failures....
When you have lemons you make lemonade...that's how uk trains work...
Loss of air supply also affects warning horn...= extremely slow running at caution as unable to give warning to lineside workers...no windscreen wipers on some units ...
No air to drivers seat...the list goes on
"Dispatch, my train has stopped working." "Have you tried turning it off and on again?"
'Dispatch, the train is on fire'. 'Switch it off for 30 seconds and isolate it'
Have you isolated the passengers
Now, you'll be going nowhere
@@adamstrainvideos yes, you'll definitely be going nowhere, Adam tireman, and you know whos to blame: your brother Paul
@@CurvedGD No, Paul flushed them all down the toilet
Bloody handy this video, i have one of these trains in my back yard and now i can finally work out how to fault find on it and get it going.
How many coaches?
@@adamchubb6910 he's just got the drivers cab
Someone actually ended up with a locomotive in their back garden nearby and I genuinely wonder if a video like this exists on TH-cam to help them
1:17 A Railway meme is born
:)
@@CaptainJackSparrowisreal Yep yep
True😂
1:18 better momento
You’ll be going nowhere.
For those wondering, 180102 is the unit that will actually be going nowhere
Along with the passengers.
Along with Adelante
Along with Paul tyreman
Along with Spa Films.
Along with First Great Western.
This train was designed by committee. “If the engine doesn’t start, turn on the windscreen wipers, walk down the end of the train and look out the window. Burn some incense then go back to the cab and press the fog light button”. Eh?, re-set the toilet heater to make the doors work?!!! Madness.
Even a Pacer is simpler.
Honestly even for a train driver this seems a bit much
9:49 "You expect the button to light
_it doesn't"_
6:23 Look how happy he is that he was able to release the doors.
Yes, 6:23
"Finally, something friggin' works..."
No wonder our trains are late or when they break down its a major farce to resolve! I really feel for drivers having to deal with all this. At least with steam you could limp easily for the rest of the journey! :-)
7:45 Ensure you that you lock the toilet out of use. Having to take the entire carriage out of service due to a toilet being filled with shit and not being able to flush isn't good.
*SHOULD YOU ATTEMPT TO FLUSH THE TOILET, THE IN-BOWL SHIT WILL BREAK THE BOWL AND THUS CAUSS THE CARRIAGE TO FLOOD WITH SHIT.*
Just watching this and that was a very curious omission - not mentioning taking the toilet out of service with a disabled pneumatic flush! , would like to think that's obvious
总加速师快乐车
因为一突开就满脸喷粪啊满脸是粪
@@nikerailfanningttm9046Don't worry the train is already full of it lmao
“And You Will Be Going Nowhere” 1:17
Biggest meme in first history
1:18
@@trainlover11playzgoodbyetr4 I think 1:17 is better because if its at 1:18 he says "oing nowhere"
That meme is almost 18 years old.
@@DaveDVideoMakerStill, at least it isn't as overused to death as the RickRoll is.
Complexity is the most problematic thing about this its so complicated that some drivers can even forget how to use it
Thank C----t for MetCamm Class 101,s built in the Jurassic period, simple, noisy smelly, not that fast but they work and get you to your destination. Yes cats&kittens you can fix a 101 with spanners screwdrivers , socket sets and not a f-----g laptop!!!!.
@@basiltaylor8910 The blame for the issues the 180 and the similar Coradia Juniper classes was cost cutting instigated from Alstom's HQ in France. The old Met-Camm plant was able to successfully produce the 1995/56 tube stock, Class 390 and the X3 for Sweden without the same issues.
F------g bean counters, ruining many a good design,yes because Met-Camm is not run by cretins in grey corporate suits.@@solsburian
So typical of companies run by corporate bean counters, you have to issue each a Ladybird Book with pictures to realise what a real train looks like. @@solsburian Good old Met Camm a company run by railway engineers, not bean counters. Alstom should venture into making sex toys for Love Honey and leave train building to the experts Met-Camm.
Some of the main problems with these units are:
1 Digital Ash Tray Sensor Malfunctions.
2 Digital toilet (Digibog) will not swap to manual override when passing through tunnels at 250 mph
and once they have overcome the problems with horn tuning, it should be B flat rather than C sharp, they should turn out to be reliable units.
They can't do 250MPH.. There top speed is 125MPH. I don't think you quite know what you're talking about.
Oh I do matey, I do :)
northstar1950 They can't do 250MPH so what you said was completely irrelevant.
+Trent Jones 125mph is the max running speed but on a test track who knows jow
fast they go
I think they would be able to achieve 140mph because of the general trend of where they operate.
..."-And you'll be going nowhere!".
Love the style of information videos from the 90’s/early 2000’s.
Very Alan Partridge
Thank you! Very cool! I was just trying to figure out how to drive my Adelante from the local dealer!
Absolutely fantastic engineering to put the toilet heater on the same MCB as the compressor for something equally unimportant like the brakes
Faults and Failures, yes it's someone's fault that the 180's were ordered now being know that they are a failure!
Supposedly the ex-HT units were offered to GWR as part of the latest Direct Award, took them a while to stop laughing before saying no!
poor nieve East Midlands railway I hope the fire services on route were suitabley warned, although considering it took several hours to rescue people from the HST crash I think I'll wait for a 222,
Whow
The Class 180 is a complex state-of-the-art high speed train.
Those drivers who already been trained to operate these new trains have found them to be efficient and competent.
However, there have been problems, and some failures. Sometimes due to a lack of total familiarity, other times to unexpected technical issues.
In this short briefing programme, we’ll look at some of the common faults, and how to rectify them. And in some cases, how to prevent them happening.
*Mobilisation*
Problems can often begin if you don’t carry out the mobilisation procedure correctly, so let’s start by going through that routine and looking at some of the pitfalls.
As you all know, you start the mobilisation procedure from the back cab.
If the train is electrically dead, you use the green emergency egress handle to enter this cab. After you pull the handle, and before you slide the door back, reset the handle with your t-key.
If you forget to do this, your interlock circuit won’t be made, *_and you’ll be going nowhere._*
Once in the cab, get into the habit of making an anti-clockwise check starting behind the right-hand seat.
Press the auxiliary *set* button.
Now over to the right-hand side wall and check all the key isolation switches are in the vertical position. Also, the emergency brake button.
Check the safety systems panel. The top three indicators should be lit.
*These will only be lit if the engines have been shut down for less than 20 minutes.*
Now move across to the driver position on the left side.
Check that the combined power/brake controller is in the *Full Service* position.
And that the adjacent emergency brake button is in the *Normal* set position.
Check that all MCBs on the back wall panel are set.
Now put your key in, and select the *Neutral* position on the FNR switch.
Reset the AWS, and press the *Engine Start* button for five seconds.
Don’t forget that you must leave at least 30 seconds between setting the auxiliaries and starting the engines.
Glance over to the safety systems panel. All four indicators should now be lit. However, this may take up to 90 seconds.
If the bottom one is still out, check the *Uncouple* button on the driving desk. If it’s lit, it means that someone has pressed the couple button accidentally, and the unit thinks it’s coupled to another. Press the *Uncouple* button for ten seconds. It should go out, and the bottom indicator on the safety systems panel should light.
If it doesn’t, check that the passenger alarm has not been activated.
Now, there’s a little trap for the unwary here.
Sometimes the catering crew will use an external green emergency egress handle to gain access to the train, and forget to reset it, so, when you walk to the other end, check all the green handles.
If necessary, you can now turn the SDO switch, and release the train doors on the platform side.
Now turn the FNR switch to *Off*, remove your key, and go to the cab at the other end.
While you walk in to the other end, you might hear that one of the engines isn’t running. If time is available trying to restart it by pressing the local engine start button in the 3901 cupboard. It’s next to the *A2* door.
Don’t forget to press the all engines start when you get back to the driving cab. If you don’t, the engine you restarted will just idle.
Once in the front cab, start by checking exactly the same things as you did in the back cab.
Now put your key in, and move the FNR switch to *Neutral* at the same time as pressing the ATP *On* button. Reset the AWS, then do your ATP setup, your radio setup, and log on to the TMS.
*Engine trip in 3901 cupboard*
You may need to shut an engine down locally at the 3901 cupboard.
Don’t use the local engine trip button. It can cause cross-feed problems. Operate the engine isolating switch here instead.
If the engine shuts down due to a cooler group fault, this LED will light. You can try resetting by pressing the hydraulic reset button, then the local engine start.
Again, don’t forget to press the all engine start when you get back to the driving cab. If you don’t, the engine you restarted will just idle.
*Over-speed indicator*
If the door release buttons don’t light up when you press them, check that you’ve turned the SDO to the appropriate position.
If they still don’t light, check the overspeed indicator. If this is lit, press the auxiliary *Set* button behind you. This should reset the overspeed, and enable you to get a door release.
*Compressor Fault*
If you can’t maintain proper main reservoir air pressure, go to the *C* car, and check compressor control MCB in the 3901 cupboard, and the main compressor supply MCB in the 4901 cupboard. That’s the one by the *B2* door.
If this is okay, check the residual current device MCB. It’s down at the bottom. Try resetting it.
If it trips again, try tripping all non-essential MCBs in the cupboard. That’s the toilet heater MCB, the auxiliary transformer MCB, and the air conditioning MCB. Then try resetting the residual current device MCB again. It should stay in this time.
Now repeat this procedure in the *E* car.
*Toilet air leak*
The toilets aboard the Class 180 have an air-operated flush, like those on passenger aircraft.
A burst or similar defect in any toilet can result in a loss of main reservoir air pressure. In this case, it will be necessary to locate the toilet in question, and isolate the toilet air supply by closing the red isolation cock in the cupboard behind the WC pedestal.
*’Call for aid’ fault*
If a call for aid alarm won’t reset, go to the affected coach. Open the 3901 cupboard and trip and reset the COMMS-PASS alarm MCB. This should fix the problem.
This is a software issue currently under investigation.
*HVAC fault*
If the train manager reports complaints from passengers that the heating is excessive in any one coach, the problem could be a jammed thermostat.
Place a hand over bodyside heaters, and see if heat is coming from these.
If there is, go to the centre of the coach and locate the small cupboard behind the seatbacks.
Inside is a green isolation cock. Shut this off, but be careful, it gets very hot.
The cab vehicles have only one green cock. The other is a thermostatic type, similar to the ones that you might see at home in a radiator. Do not isolate this one, or any other coloured cocks in this area.
*Earth Leakage fault*
If an *Earth Leakage* MCB is tripped, and you couple to another unit, the fault will be transferred to that unit. If it trips when you couple to another unit, you can be sure that the fault was on that unit, and has now been transferred to yours.
This type of fault can be quite elusive, so try and help the engineers by noting when the earth leakage trips. In other words, what equipment has been activated, or what were you doing when the MCB tripped?
If you can report this accurately, it will be a great help to the staff back at the depot.
*The Comms. Panel*
Here’s a little misunderstanding that’s caught drivers out. When you press the *Talk Back* button on the communications panel, you expect the button to light. It doesn’t.
It’s not a fault. It isn’t designed to light up.
*Clearing faults on TMS Display*
There has been some confusion over the clearing of faults on the TMS after initial bootup.
Remember, that each fault has to be cleared separately, one by one. Do this by pressing the *F1* key to acknowledge each fault. Then once all faults have been acknowledged, return to the current fault list, and see which faults are still on the system.
*Activation of the Fire Alarm System*
If smoke or steam is seen or reported as coming from under one of the coaches, and the fire system is activated, it’s important to stay calm and not to overreact. Don’t evacuate the passengers unnecessarily, especially in an unsafe location.
Remember that the system design prevents fire spreading from the underside to the passenger compartments for 30 minutes.
You should check whether it’s smoke or steam. It may simply be an engine fault that has caused the automatic firefighting equipment to be activated.
If it is, it’s steam you can see as the foam boils away on the hot engine. It has a smell like washing up liquid.
If an engine is shut down or it’s cold, the engine preheater will start up in order to keep the heaters warm in the passenger compartment. On starting, the preheater will often cause a puff of smoke to emerge from the vent pipe near the rail.
This has caused some alarm to train crews, particularly when the unit is standing at a platform.
However, it’s quite normal, and will soon disperse. It poses no fire risk whatever.
*Conclusion*
The faults and issues we’ve looked at in this programme are mainly the small problems that have cropped up unexpectedly.
Many faults can be resolved by simply switching off then on again, just like at home when your computer plays up.
Always make sure all doors are closed. On powerup, a two-minute brake system test fools the door into thinking that the train is moving, so be patient.
Finally, if you experience a fault, enter as much detail as you can in the unit repair book. For example, if the Public Information System drops out, what code did you enter?
What we’ve covered isn’t exhaustive, and of course all known failure situations are covered in the Class 180 driver manual, or published traction bulletins.
If you have any comments on the content of this programme, have a word with your standard manager.
*Produced for*
*First Great Western*
*by Spa Films*
*©️MMIII*
wow its like an airbus to start up
@@rog1957 I know so complicated just use a pacer instead LOL.
I remember you!
Er yes , did you ask said drivers how many Ketamine or Benzo tablets they had for breakfast.
For C----t sake I want the damn train to start and run!! is that too much to ask!!,am not Brains from Thunderbirds. Old Met Camm 101,s were easy press the starter warm up the 680,s check fuel and oil levels , coolant and brake pressure she,s ready to run.
0:20 "...efficient and competent. However, they are squeaky."
Yeah why do new trains have very squeaky wheels like the pacer
I genuinely thought that was a horror movie suspense effect
1:17 "you'll be going nowhere!"
At 8:35 he started talking about cocks. Couldn’t help but giggle slightly. 🤭
@@theweatherstudio9101 Class 442, famous for its isolating cocks
4:55 I do hope that isn't the default passcode
I hope it IS
For many year First Hull Trains ran a small fleet of 180's, during this time I have had many Hull To London Kings Cross trips were passengers have had to travel to Doncaster via Northern Rail and change to another service provider to reach London due to 180's failing for one reason or another. As a passenger I am glad to see the back of the 1980's, I believe Grand First Central now have them.......good luck.
I feel like this guy has become a meme
1:28 look at the rust around the door!
im used to watching YTPs of this to the point where this is weird
Hey ESNH!
@@TheArkamedBat hey
1:18 yes its a masterpiece
1:17*
“If the TMS says that the train’s going to Leeds, turn it off and on again. We don’t go there. We aren’t called First North Eastern.”
"hello IT have you tried turning it off and on again?"
IT crowd 😂
How to rectify any fault with Adelante: replace them with Class 800s :D
EW CLASS 800s
or the 175's
@@tp175 thatsa downgrade
They're already colonising most of the network ;-;
@@KaiDiesAgain have you seen their acceleration? They are amazing, futuristic trains.
The earth leakage fault is kind of like an STI
11:48 "It poses no fire risk. Whatever..."
should be whatsoever
Mr. White b.hfmn
it's probably just a more obscure way of saying it
funny thing is
Hull Trains adelente had a fire...
1:17 you’ll be going nowhere
That immortal line.
1:17 YOU'LL BE GOING NOWHERE LOL
Damn dat music
0:10 oh REALLY, state of the art?
the title says "Faults And Failures" so, it isn't any state of any art
7:10 so if i flush the toilet, i make the train break!
If you have a main res leak, you will struggle to charge the braking system.
At least, you're not throwing a crowbar into the toilet. There is a more or less funny belief that if you do it while riding an old train where waste is dropped directly on the tracks, it will derail.
These videos are training videos, they show us all possible faults, you don't see all of these faults all the time. I drove these for several years before they got moved to Hull Trains, I didn't get many problems, I've had more failures and problems on the Hitachi 800s in the short time we've had them than I ever had with 180s. I call 800s 180 GLS.
SDB It boggles the mind that the toilets would be on the same air system as the brakes.
Well, the 180 is a state of the art washing up liquid, so you can’t expect that much from it.
Never had this trouble with peddle and push carriages on the Leeds to Hudders line. Less walking backwards and forwards too lol
Class 180 Faults and Failures, how long have you got :) Nice Vid
You know, if I decided to travel by rail and discover that my train is this class of engine, I would now say "Scrap it! I'm takin' the cab".
I'd genuinely rather walk
Just an over complicated design by Alstom as the ATW 175s that are like the 180s also had lots of problems when they were new although they seem pretty reliable now im not sure if the 180s are any better now but its a shame they were problematic as I feel that they are one of the best DMUs out there as they are roomy and very comfy
seems to depend on the leaseholder. FirstGroup seem to insist on running these trains (Classes 180 ad 175) "as designed" (First Great Western 2012 engine faults, and Hull Trains 2018 fires) whereas Arriva UK Trains (Grand Central and previously Arriva Trains Wales) seem to modify them / disable certain non-critical unreliable features (such as the retarders, braking performance still meets the legal standard with them disabled)
1:17 “You’ll be going nowhere”
WHy is it called a "3901 cupboard" rather than say "car maintenance panel" or something? It's almost like the manufacturer wants it to be complicated.
I certainly hope they gave the poor drivers a map. It's all an amazing mixture of obscure tricks (like knowing which sets of numbered circuit breakers are "non-essential") and band-aid solutions (like the button with the red decal marked DO NOT USE). "Well, for pity's sake, Gareth, you've only been resetting the main auxiliary in 3109 instead of the auxiliary main in 3901! No wonder the reading lights don't work."
I'd compare the class 180 to a car
They're basically the rail version of a Range Rover P38
😂😂 amazing @@lukedavis436
I seem to remember the coaches are numbered F to B, F being the front and B the back
8:36 Inside is a green isolation coq. Shut this off. But be careful, it gets very hot. The cab vehicles have only one green coq; the other is a thermostatic type, similar to the ones that you might see at home on a radiator. Do not isolate this one, or any other coloured cox in this area.
There are more cox in a 442 than on the 180.
There are 69 of them shown in the 1988 training video.
In this faults and failures video, there were only 4 shown.
Why do the drivers not use checklists like pilots?
I’ve wondered the same thing
Choo choo! I'm a train and I approve this video! 🚂
Where is the GWR IEP Faults and Failiures?
You'd REALLY be going nowhere on that one...
wasnt there that case with the sea wall spray dawlish
Not made yet
The Class 180 is the Chrysler PT Cruiser of trains.
And I thought prepping a kettle (steam loco to the uninitiated) was complicated!
You'll be going nowhere. 🚫 1:17
I believe he did miss the Frigg check after switching the overload cock switch to purple . School boy error I suppose. Very common on these units.
4:50
WHY is the Train Management Systen code 12345???
I think it’s for the training
For training
I remember watching this videos as a kid. The memories
His name is Paul Tyreman. I am not sure of his position at first but he used to work for NSE
He used to go to nowhere
conclusion....too many faults
Proberly is, but like i said, all rolling stock is plagued with some kind of fault or failure
The 50% of my failure experiences are in a Class 180
2:29 and 4:41 Reset the AWS - Paul Tyreman.
1:17
That is not the AWS part.
@@DaveDVideoMaker I'm here for this
I know you’re so obsessed with this meme.
@JacksTrains. Jebiga…
Sometimes I’m worried this is on youtube. Like, their guidebook is so messy that putting the training on youtube is easier. « If you have an FNR problem, log on youtube.com and ... »
No fault can be made worse by hitting it repeatedly with a large hammer.
1:17 YOUUL BEE GOING NOWARE!
2:27 Oh that brought back memories of Train Sim 🙂
Coronavirus: YoU bE GoINg NoWhErE
This is what happens if you drink 180 Corona beer bottles
LAMO 🤣🤣
Train Manager? They are guards.
then there's "conductor"
@@RWL2012And what used to be passengers, are now 'customers'.
What if the Residual Current Device is the cause of the Compressor fault and its a hot summer? are all the passengers gonna be screwed with no A/C?
Yes,but people aren't going nowhere
A prime example of looks aren't everything.
Now First Hull Trains has some of these units. Their reliability record is terrible.
There is so much to do before driveing these trains can`t you fit an auto diagnosis computer that checks the trains automaticly for faults .
Does the driver then get a chance to drive the train? What time does he sign in before departure? How many unit repair books do they have? What the **** is a Standards Manager these days? Honestly, modern railways.
It appears that there is a lot to know to make you competent and if you aren't up to the task it's going to cause a lot of delays.
Why is there a button that you can’t press 😂. It sounds like these trains were designed just to wind up the crews 😂
it feels weird watching this after watching the ytp
it's a spiritual experience 😂
dont mind me, just coming back every few months to hear 'youll be going nowhere'
1:17 the moment weve come here for
David Camerson's gone up in the world.
"Reset the AWS" don't they like already know what to do when the AWS comes on
1:14 if you forget to do this, your interlock circuit wont be made, and _you'll be going nowhere_
9:53 A bit of attitude there.
I think the main fault is that it was built in the first place (no pun intended)
Because the Class 180 is a failure
As long as there's a smell of washing up liquid, I'm good.
It's the impending sense of the rolling pin that disturbs me...
Why not??
Not all customers are just non-technical consumers :)
Welcome aboard this first great western railway service to london padding we will be calling at (*engine turns off and everything is out of power*)
Oh all the memes I could make out of this video
The Class 180 is a CoC
Front cab
You'll be going nowhere
No ideas lol
1:14 The infamous part we all know and love
Nah not really, faults and failures happen on most rolling stock
isn't the 180 one of those modern "locomotives have no place on the railway anymore" trains.
wouldnt it be better just to have a on/off switch and a throttle and be done with it..
8:03 Bruh moment
4:52 I REALLY hope this is NOT the password in use.
I like to think it is, just to make drivers' lives easier
if all fails get a hammer and a large gin and tonic
I see what you did there! You'd may as well get hammered and sickled because in Soviet Russia train drive YOU!!
I want to know the transition music they used…
A check list would be helpful.
Why have videos about on-the-go train repair started appearing in my recommendations?
he's just an actor apparently, he's in a few other videos on TH-cam for Connex and NSE.
Guys if you drive on grand Central tell me if this is helpful
This is total sensory overload - do the drivers has a SOP sheet to follow all of these steps plus a fault finder card? - surely most of this cannot be done from Memory>???
8:38 Class 442?
rail net channel is the best place to look
Aah is this the ’youll be going nowhere’ video
Yea
This video makes the units seem overly complicated!
i think that the 125's are better than them
Their acceleration is not great though. These can reach 125mph in 4.5 minutes, the 43's take 10.
Personally I prefer 37s & 47s :)
You don't, it's that they are...
I prefer Class 165s
@@thefatcontroller4094 networker turbos have hideously slow acceleration. A cart on wheels can get to speed faster