Great Western Coffee Shop

In recent months I have been commuting daily between Reading and the Bristol area (either Temple Meads or Parkway)

My journey times outbound in the morning tend to be fairly consistent by my journey back varies both in route and time.

It does seem to me that quite a few HST carriages are suffering with problematic air conditioning. Is this because the units are inherently unreliable, the age of the units, the maintenance program for the stock or something else?

On most days it's not a major issue but if our summer ever makes a reappearance that could change!

Thoughts from others are appreciated.

Regards

Dave

 

Suspect it's a case of door windows being left open & the aircon trying to cool the UK....

I like the theory but quite often the TM will come on and say something like "the A/c in coaches  D and E is faulty please feel free to move to another coach where it is working normally.

Each coach I suspect has its own unit. Therefore windows open in D will likely affect that coaches' unit, and maybe the one next door.

Yes they become faulty because of the door windows being left open in the vestibule area as ChrisB says trying to cool the UK. You cannot leave windows open and expect air con to work...especially when its 40 years old.

I have had the problem explained to me that the ventilation system in these vehicles related back to the days when half of each carriage was smoking, so that they start off with a disadvantage in that the air flow is designed for previous not current conditions.  Always in at one end, through the carriage, and out at the other end.

A cynic like me might suspect that maintenance standards are being deliberately reduced and stock being deliberately allowed to become run down.
Then when the new DMUs come into use they can say "observe how wonderful these new trains are, reliable air conditioning, WiFi, power outlets etc"  After all they can not advertise the improved buffet ! nor the reduced journey times, and probably best to keep silent about improved capacity until ALL busy services are actually 9/10 car without any single 5 car units in the peak.

Indeed, and if they are HSTs destined for elsewhere, their are unlikely to invest in new equipment if the units are shot. Repair maybe....

I recall watching a BTF about the new 125s which promoted the air conditioning as keeping the air clean of smoke, illustrated with a shot of cigarette smoke spiralling up to an air vent.  Apparently it was one of the design criteria that smoke would be removed. 

As ChrisB says, maintenance is being wound down.  Nothing to do with providing a better comparison with new trains, just that it doesn't make financial sense in holding large supplies of spares or undertaking much comprehensive work such as replacing airconditioning units and doing much more than just keeping the train safe for service.

I also understand, from a member of train crew, that if the aircon fails while the train is in service there is very little the on board staff can do by way of resetting it as the controls are only accessible when the train is in a depot.  With other rolling stock they can try to get it going from an interior control panel.

"More trains than usual needing repairs"?  ::)

A lot of the Turbos (in my experience the majority) are exactly the same, like ovens when the temperature rises........I guess not using the aircon keeps the running costs down...............thank God the 387s are cool!

I agree TaplowGreen.  And sorry to be a bit controversial to previous posts but hopefully they won't try and blame ALL air con failures on people leaving windows open..That's a bit of a get out clause if so..and very unfair..

Sad person that I am, I spent my entire journey from Totnes to Newton Abbot a week or so back walking the length of the train attempting to close open windows. It is safe to say that of those that were open (about 50%), the vast majority actually would not close properly (ie as soon as pulled up, they would slip back open again), so it is a tad unfair to blame all open windows on pax actions (or inactions).

I frequently close doors on an HST as I walk along the platform after getting off and I also find a fair few with faulty windows, which either slip back down or need the strength of Samson to raise them.

It makes you wonder how they survive the carriage wash.

Considering some of the HSTs are staying with GWR it doesn't really make any sense to run them down. They also have to be returned to the leasing company in good order (and with any GWR modifications removed!) otherwise they face a fine.
That's why in the depots there are power cars still undergoing cab replacement, engine replacement, overhauled bogies and running gear etc.
Even the coaching stock are still receiving heavy maintenance. Sunday's when there are more HSTs in the depot will see several air con module swaps. Something that can't be done during the week.
A failure of an HST in the wrong location could cost the company millions in delays. Simply not worth the risk.

Incidentally few trains have full control of the air con system from within the train itself

A failure of the train that blocks a main line for hours could indeed be hugely expensive and there is a clear incentive to minimise such breakdowns.
However an air conditioning failure does not, AFAIK cost  GWR anything so the comparison is false.

I still suspect a hidden agenda to make the new DMUs look better by comparison to the "old, run down and unreliable" trains that are being replaced.

I recall a similar situation on the Waterloo to Exeter route when it was down graded from full length loco hauled trains to 3 car DMUs.
Train lengths were reduced despite plenty of coaches being available, the best locos were turned off and stored or scrapped with the worst examples being kept.
The last evening train from Waterloo was regularly replaced by a 2 and a half car DMU, non gangwayed and with the single toilet only available to one coach.

That does indeed sound like something BR would have done to save money 25 years ago.

 Certainly in the Cornwall/South Devon there recently seems to be an increase in HST 'faults'.
 This morning 2 London Paddington trains were cancelled from Newton Abbot.
 I find it hard to believe that GWR would seriously neglect this fleet, but it does seem reliability is slipping.

 Any trips to London (after August) might be prudent to consider Waterloo.

Indeed............this'll be cosy!!!

12:05 London Paddington to Penzance due 17:12 has been delayed at Plymouth and is now 39 minutes late.
Will be formed of 3 coaches instead of 8 between Plymouth and Penzance. First class reduced. Catering is not available. There are no reservations on this service.
This is due to a fault on this train.

First class reduced??? They're wont be any unless GWR have hired in a SWT 159!

Or put together a short IC125 set from a handful of stock on Laira depot with a composite or buffet car and two standard class coaches; but that seems unlikely.