From Newsgroup: aus.rail

Any regular Tangara riders here?

Do all Tangaras in service now have the internal emergency door release installed?

Sylvia.
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From Newsgroup: aus.rail

On Tuesday, 3 August 2021 at 10:12:28 am UTC+10, Sylvia Else wrote:

Any regular Tangara riders here?

Do all Tangaras in service now have the internal emergency door release installed?

If they do, it's not obvious.
I haven't been a regular rider since being locked down 9 weeks ago.

Since the door replacement program, I don't think it's possible to restore the original mechanical release. They may have added buttons somewhere discrete that electrically release them.

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From Newsgroup: aus.rail

On 27-Aug-21 1:53 pm, Matthew Geier wrote:

On Tuesday, 3 August 2021 at 10:12:28 am UTC+10, Sylvia Else wrote:

Any regular Tangara riders here?

Do all Tangaras in service now have the internal emergency door release
installed?

If they do, it's not obvious.
I haven't been a regular rider since being locked down 9 weeks ago.

Since the door replacement program, I don't think it's possible to restore the original mechanical release. They may have added buttons somewhere discrete that electrically release them.

What concerns me is that the Office of the Rail Safety Office, which was supposed to be monitoring compliance with the Waterfall inquiry recommendations, seems to have marked the emergency door release program
as complete based on the existence of a plan to do the installation.

The mind boggles.

Have they any clue about being a regulator?

Sylvia.
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From Newsgroup: aus.rail

On Friday, 27 August 2021 at 2:03:47 pm UTC+10, Sylvia Else wrote:

Have they any clue about being a regulator?

From personal experience yes - but as a paper exercise. Audit and paperwork compliance.
Sometimes they bring an ex railway person along for technical support.

All the railway needs to do is provide a risk assessment stating that allowing passengers to open the doors at any time is a greater risk than locking them in and the regulator will tick it off. It's all documented risk assessments these days.

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From Newsgroup: aus.rail

I worked with UG on design of the hardware for the IDER probably a decade ago now, and it still is not in service in the Tangaras. it was tested and worked on 1 set. its now been caught up in the technology upgrade project that is going so stunningly well (sarcasm)
On Sunday, 29 August 2021 at 10:38:49 UTC+10, Matthew Geier wrote:

On Friday, 27 August 2021 at 2:03:47 pm UTC+10, Sylvia Else wrote:

Have they any clue about being a regulator?

From personal experience yes - but as a paper exercise. Audit and paperwork compliance.
Sometimes they bring an ex railway person along for technical support.

All the railway needs to do is provide a risk assessment stating that allowing passengers to open the doors at any time is a greater risk than locking them in and the regulator will tick it off. It's all documented risk assessments these days.

--- Synchronet 3.21d-Linux NewsLink 1.2

From Newsgroup: aus.rail

On 19-Sept-21 9:29 am, Peter Mudie wrote:

I worked with UG on design of the hardware for the IDER probably a decade ago now, and it still is not in service in the Tangaras. it was tested and worked on 1 set. its now been caught up in the technology upgrade project that is going so stunningly well (sarcasm)

On Sunday, 29 August 2021 at 10:38:49 UTC+10, Matthew Geier wrote:

On Friday, 27 August 2021 at 2:03:47 pm UTC+10, Sylvia Else wrote:

Have they any clue about being a regulator?

From personal experience yes - but as a paper exercise. Audit and paperwork compliance.
Sometimes they bring an ex railway person along for technical support.

All the railway needs to do is provide a risk assessment stating that allowing passengers to open the doors at any time is a greater risk than locking them in and the regulator will tick it off. It's all documented risk assessments these days.

Can you remember, if you ever knew, how the zero-speed detection is communicated to the IEDR, on the Tangaras?

Sylvia
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From Newsgroup: aus.rail

Hi Sylvia,
My recollection off top of head is one of the 120V train control lines is "under 5km/hr"
My memory is reminded due to the heat dissipation of receiving those lines in the small confines of the IDER unit in the passenger area, where we had to have a threshold of 20V and sink 2mA from the line for positive detection, so at worst case supply high of 168V we were disipating 336mW and there were about 5 or so lines so thats was a lot of heat in a very confined space.
Peter
On Saturday, 23 October 2021 at 16:07:38 UTC+11, Sylvia Else wrote:

On 19-Sept-21 9:29 am, Peter Mudie wrote:

I worked with UG on design of the hardware for the IDER probably a decade ago now, and it still is not in service in the Tangaras. it was tested and worked on 1 set. its now been caught up in the technology upgrade project that is going so stunningly well (sarcasm)

On Sunday, 29 August 2021 at 10:38:49 UTC+10, Matthew Geier wrote:

On Friday, 27 August 2021 at 2:03:47 pm UTC+10, Sylvia Else wrote:

Have they any clue about being a regulator?

From personal experience yes - but as a paper exercise. Audit and paperwork compliance.
Sometimes they bring an ex railway person along for technical support.

All the railway needs to do is provide a risk assessment stating that allowing passengers to open the doors at any time is a greater risk than locking them in and the regulator will tick it off. It's all documented risk assessments these days.

Can you remember, if you ever knew, how the zero-speed detection is communicated to the IEDR, on the Tangaras?

Sylvia

--- Synchronet 3.21d-Linux NewsLink 1.2

From Newsgroup: aus.rail

On 24-Oct-21 9:21 am, Peter Mudie wrote:

Hi Sylvia,

My recollection off top of head is one of the 120V train control lines is "under 5km/hr"

My memory is reminded due to the heat dissipation of receiving those lines in the small confines of the IDER unit in the passenger area, where we had to have a threshold of 20V and sink 2mA from the line for positive detection, so at worst case supply high of 168V we were disipating 336mW and there were about 5 or so lines so thats was a lot of heat in a very confined space.

Peter

On Saturday, 23 October 2021 at 16:07:38 UTC+11, Sylvia Else wrote:

On 19-Sept-21 9:29 am, Peter Mudie wrote:

I worked with UG on design of the hardware for the IDER probably a decade ago now, and it still is not in service in the Tangaras. it was tested and worked on 1 set. its now been caught up in the technology upgrade project that is going so stunningly well (sarcasm)


On Sunday, 29 August 2021 at 10:38:49 UTC+10, Matthew Geier wrote:

On Friday, 27 August 2021 at 2:03:47 pm UTC+10, Sylvia Else wrote:

Have they any clue about being a regulator?

From personal experience yes - but as a paper exercise. Audit and paperwork compliance.
Sometimes they bring an ex railway person along for technical support. >>>>
All the railway needs to do is provide a risk assessment stating that allowing passengers to open the doors at any time is a greater risk than locking them in and the regulator will tick it off. It's all documented risk assessments these days.

Can you remember, if you ever knew, how the zero-speed detection is
communicated to the IEDR, on the Tangaras?

Sylvia

Thanks.

Sylvia.
--- Synchronet 3.21d-Linux NewsLink 1.2

From Newsgroup: aus.rail

On 24-Oct-21 9:21 am, Peter Mudie wrote:

Hi Sylvia,

My recollection off top of head is one of the 120V train control lines is "under 5km/hr"

My memory is reminded due to the heat dissipation of receiving those lines in the small confines of the IDER unit in the passenger area, where we had to have a threshold of 20V and sink 2mA from the line for positive detection, so at worst case supply high of 168V we were disipating 336mW and there were about 5 or so lines so thats was a lot of heat in a very confined space.

Peter

On Saturday, 23 October 2021 at 16:07:38 UTC+11, Sylvia Else wrote:

On 19-Sept-21 9:29 am, Peter Mudie wrote:

I worked with UG on design of the hardware for the IDER probably a decade ago now, and it still is not in service in the Tangaras. it was tested and worked on 1 set. its now been caught up in the technology upgrade project that is going so stunningly well (sarcasm)


On Sunday, 29 August 2021 at 10:38:49 UTC+10, Matthew Geier wrote:

On Friday, 27 August 2021 at 2:03:47 pm UTC+10, Sylvia Else wrote:

Have they any clue about being a regulator?

From personal experience yes - but as a paper exercise. Audit and paperwork compliance.
Sometimes they bring an ex railway person along for technical support. >>>>
All the railway needs to do is provide a risk assessment stating that allowing passengers to open the doors at any time is a greater risk than locking them in and the regulator will tick it off. It's all documented risk assessments these days.

Can you remember, if you ever knew, how the zero-speed detection is
communicated to the IEDR, on the Tangaras?

Sylvia

Can you remember whether the IEDR had a backup battery?

Sylvia.
--- Synchronet 3.21d-Linux NewsLink 1.2

From Newsgroup: aus.rail

No Need, on loss of 120V, the mechanical locking of the customer unit would release, and the door was released with air from the local air tank down stairs under the end seats.
On Tuesday, 26 October 2021 at 13:54:32 UTC+11, Sylvia Else wrote:

On 24-Oct-21 9:21 am, Peter Mudie wrote:

Hi Sylvia,

My recollection off top of head is one of the 120V train control lines is "under 5km/hr"

My memory is reminded due to the heat dissipation of receiving those lines in the small confines of the IDER unit in the passenger area, where we had to have a threshold of 20V and sink 2mA from the line for positive detection, so at worst case supply high of 168V we were disipating 336mW and there were about 5 or so lines so thats was a lot of heat in a very confined space.

Peter

On Saturday, 23 October 2021 at 16:07:38 UTC+11, Sylvia Else wrote:

On 19-Sept-21 9:29 am, Peter Mudie wrote:

I worked with UG on design of the hardware for the IDER probably a decade ago now, and it still is not in service in the Tangaras. it was tested and worked on 1 set. its now been caught up in the technology upgrade project that is going so stunningly well (sarcasm)


On Sunday, 29 August 2021 at 10:38:49 UTC+10, Matthew Geier wrote:

On Friday, 27 August 2021 at 2:03:47 pm UTC+10, Sylvia Else wrote:

Have they any clue about being a regulator?

From personal experience yes - but as a paper exercise. Audit and paperwork compliance.
Sometimes they bring an ex railway person along for technical support. >>>>
All the railway needs to do is provide a risk assessment stating that allowing passengers to open the doors at any time is a greater risk than locking them in and the regulator will tick it off. It's all documented risk assessments these days.

Can you remember, if you ever knew, how the zero-speed detection is
communicated to the IEDR, on the Tangaras?

Sylvia

Can you remember whether the IEDR had a backup battery?

Sylvia.

--- Synchronet 3.21d-Linux NewsLink 1.2

From Newsgroup: aus.rail

On 29-Oct-21 1:41 pm, Peter Mudie wrote:

No Need, on loss of 120V, the mechanical locking of the customer unit would release, and the door was released with air from the local air tank down stairs under the end seats.

Thanks.

Sylvia.
--- Synchronet 3.21d-Linux NewsLink 1.2