It must have been the first train of the day as there must have been ice covering the 3rd rail.

Haha

LMAO 🤣

As you can see, this is 3rd rail.

It's a 465 not 165

preferably a diesel.

This is why diesels are much more reliable in these kind of weather conditions.

1974kelvo yes this was at strood

@@alfies.trains he knows.. he was asking for the time.

ngl, it looked like the early morning, 5-6 am possibly

Is it a traction or a current issue?

@@semajttam current

Old livery

BB- but that means no more 465s unless they get fitted with pantos which is pretty unlikely :(

@@class317 I mean who knows , their not exactly scrapping every old 80s unit just yet . And 90s units like 465s are pretty impressive despite being kinda old....when their actually maintained anyway ,so who knows ...maybe theyll modify it like how other tocs do to some of their trains , other than that your right, I dont wanna see them go😭😭😭but keep strong

@@bb-3653 well, this didn't age well. say goodbye to all the /2s and some /9s

@@class317 oh how comes ? New 707s? Apparently their not going ..707s are just for added capacity ..apparently ..idek anymore everyone keeps saying different stuff 🤣🤣

@@bb-3653 according to this video some of the more unreliable Networkers will be replaced by the 707s. kzfaq.info/get/bejne/eN-JZ91ymq_em40.html

Fairly sure it wasn't, sounds like a condensation valve release to me. I think most of the modern trains would not allow for requesting power while braking...

They do work in overhead, you'd just get a bunch or arcing.

They work perfectly fine, but I think these types of third rail operation is more prone to problems due to snow building up on the conducting surface as opposed to most of the third rail operation that we have in my country (all metro systems) where the third rail is about 40-50 cm's up from the ground, covered by a fiberglass cover and has the metro car pick up current from underneath. That way, a train evacuation (though probably happening when current has been switched off) makes you able to step on the rail if needed. Yes, our trains still arc on the overhead wire, it's just a thing that happens, but once they get moving it typically becomes easier for the pantograph to knock off all the ice or snow and get up to speed (along with a higher speed reducing the current draw). With the third-rail kind of setup in the UK there's the problem of the pickup sleeper/wheel (not sure how it's done precisely) having to work through a possible layer of ice, and the return wheels having to do as well...

How?

Sand isn't applied to the third rail, it is applied to the running rails when slippery not iced over

Put sand on the 3rd rail and you just put an insulator on the conductor rail. Well done.

@@peggy3019 i dident say 3rd rail did i i know sand is not ment for 3rd rail

@@allansheldrake4832 but if you can't take power sand is still no use

The traction inverters are Japanese, so in terms of origin it won't make much difference lol

it makes zero difference as when ice forms on the track it forms an insulating barrier so no matter what u do untill the barrier is melted away getting a stable traction is a task and a half

Happens with overhead power as well. I’ve got video of a frosty morning in Melbourne on my KZfaq.