Great Western Coffee Shop

Here are the current and planned diagrams for IET services until January 2018. I'll update (or anyone else with confirmed diagrams - not hearsay/speculation) when it's confirmed more sets are going into service.

Monday - Friday
From 16th October 2017 (2x 10 car sets in service):

1A03 06:00 Bristol TM - Paddington 07:44
1B12 08:15 Paddington - Cardiff Central 10:22
1L51 10:55 Cardiff Central - Paddington 13:00
1B40 13:45 Paddington - Swansea 16:44
1L90 17:28 Swansea - Paddington 20:37

1C03 07:00 Paddington - Bristol TM 08:45
1A10 09:30 Bristol TM - Paddington 11:16
1B13 11:45 Paddington - Swansea 14:43
1L24 15:28 Swansea - Paddington 18:32
1C27 19:00 Paddington -  Bristol TM 20:45

From 13th November 2017 (4x 10 car sets in service)

As above, plus:
1A04 06:33 Bristol TM - Paddington 08:14
1B15 08:45 Paddington - Swansea 11:43
1L62 12:28 Swansea - Paddington 15:33
1C24 17:30 Paddington - Taunton* 2023
1A37 21:27 Taunton - Paddington^† 00:34

1B05 06:45 Paddington - Swansea 09:47
1L52 10:28 Swansea - Paddington 13:33
1B42 14:15 Paddington - Cardiff C 16:23
1L82 16:55 Cardiff C - Paddington 19:02
1C28 19:30 Paddington - Weston SM* 21:48

From 11th December (6x 10 car sets in service)

As above, plus:
2Y03 06:03 Bristol TM - Weston SM* 06:34
1A07 06:48 Weston SM - Paddington^ 0912
1B20 09:45 Paddington - Swansea 12:42
1L66 13:28 Swansea - Paddington 16:32
1B63 17:15 Paddington - Carmarthen× 21:20

1L32 06:58 Swansea - Paddington 09:57
1C10 10:30 Paddington - Bristol TM 12:13
1A18 13:00 Bristol TM - Paddington 14:38
1C20 15:30 Paddington - Weston SM* 17:50
1A29 18:09 Weston SM - Paddington^ 2014
1C31 20:45 Paddington -  Bristol TM 22:28

Notes:
*Service splits at Bristol TM, 5 car forward to Weston SM/Taunton
^5 car from Taunton/Weston SM, 10 car from Bristol TM
×Service splits at Swansea, 5 car forward to Carmarthen
†Because of engineering works, during the first two weeks of operation, the 2127 from Taunton will reverse at Chippenham and then run non stop via Melksham and Pewsey to Reading 0023, arriving Paddington 0102.

I've not included weekend services as the information out there is currently contradictory. Staff info disagrees with RealTime Trains. RTT disagrees with booking engines. Saturday and Sunday services are due to start on 28/29th October with 2x 10 car sets in service. Increasing to 4x 10 car sets on 18/19th November.



All correct to the best of my knowledge. E&OE.

1A37 I believe starts from Taunton at 21:27 (having done the front half of 1C24) and joins up at Bristol with the rear part of 1C28, which having split at Bristol does a little detour via  Bedminster (http://www.realtimetrains.co.uk/train/P05043/2017/11/20/advanced)

Therefore 5 car Taunton to Bristol, then 10 car through to Paddington

I've fixed the departure time typo and amended the footnotes. Also including information about 1A37 being affected by engineering works.

The 1530 from PAD to Weston will be the first test of whether dividing at BRI will provide sufficient capacity onwards. The 1715 from BRI hoovers up a large volume of commuters currently.

Tomorrow, Saturday 28th October, was pencilled in as the first weekend running of IETs in passenger service.

Chatter across social media suggests there will be no weekend diagrams until 11th November. There's just to much engineering work disruption at the moment.

My first chance to ride one yesterday ... arriving in Swindon.  Travelled to Bristol Parkway.  First impressions in the morning!

Monday 13th November onwards - more diagrams

Departures from Paddington
06:45   to Swansea
07:00   to Bristol
08:15   to Cardiff
08:45   to Swansea
11:45   to Swansea
13:45   to Swansea
14:15   to Cardiff
17:30   to Taunton
19:00   to Bristol
19:30   to Weston-super-mare

Coming in to Paddington
06:00   from Bristol
06:33   from Bristol
09:30   from Bristol
10:29   from Swansea
10:55   from Cardiff
12:29   from Swansea
15:29   from Swansea
16:56   from Cardiff
17:29   from Swansea
21:27   from Taunton

I'm hearing strong rumours the IETs will be out to play this weekend for their first Saturday and Sunday diagrams.

Looking at RealTime Trains there are scheduled movements from North Pole IEP depot into Paddington on Saturday morning for passenger departures at 0657 and 0748 to Bristol TM. The earlier of these is shadowed by a HST from Old Oak Common. The latter may also be shadowed.

Overdue.  As long ago as SUNDAY 22nd October, there was a sign on display at Swindon Station saying "Our brand new Intercity Express Trains are departing from this station today".

Colouring text green makes it look like a hyperlink on site style '2'.

I was tapping away thinking I'd be taken somewhere interesting.  ;D

I know.

It was green on the poster (http://www.wellho.net/pix/greenonposter.jpg)  ;D

But as you've pointed out that wasn't a live link - not on that Sunday.

In the system for today, Saturday 18th November.

1C03 0657 London Paddington - Bristol Temple Meads
1A11 0930 Bristol Temple Meads - London Paddington
1C13 1148 London Paddington - Bristol Temple Meads
1A21 1435 Bristol Temple Meads - London Paddington
1C23 1648 London Paddington - Bristol Temple Meads
1A31 1933 Bristol Temple Meads - London Paddington

1C05 0748 London Paddington - Bristol Temple Meads
1A12 1003 Bristol Temple Meads - London Paddington
1C14 1227 London Paddington - Bristol Temple Meads
1A22 1500 Bristol Temple Meads - London Paddington
1C24 1727 London Paddington - Weston-super-Mare
1A33 2009 Weston-super-Mare - London Paddington

800008/9 covering the first of those diagrams, and 800011/3 covering the second one.

A couple of booked moves out of North Pole IEP depot for tomorrow morning, Sunday 19th November, that link into passenger departures From Paddington to Bristol TM at 0900 and Paddington to Weston-super-Mare at 1000. With full day's diagrams likely.

Strong likelihood that these will be the first Sunday IET services, but not confirmed.

Arrivals back at North Pole at 21:37 and 22:14, so indeed likely to be full diagrams. However

Units 011 and 013 working 10:00 PAD-WSM, 13:20 WSM-PAD, 16:27 PAD-BRI and 19:05 BRI-PAD.

You mean 1000 PAD-WSM?

The other IET diagram today has been shelved apparently. Lack of train crew.

Yes, my mistake.

Second round trip re-instated between Bristol and Taunton, but reduced to 2 carriage and no catering.

2 carriages? You sure?

Being covered by a Sprinter

Just quoting what I read.









Of course, I don't believe everything I read.

You sure? (PAD - TAU)

It's only running between Bristol TM and Taunton and return as posted above.

Read the post again. Reinstated between Bristol and Taunton only.

As phile posted 5 hours before you (whhich you read, ciz you 'liked' it. Are we repeating posts now?

Yep. As I posted in haste (touché) having not really processed what phile had said while I was composing my response. I liked his post after I replied.

Mea culpa. I've learnt from the best though.  :P

Noticed 800 015 in the Depot sidings at Reading as I passed today - guess that's a pretty new one?

Sticking it's nose out of the sheds at North Pole was I think 802 001 - if so, is that a 9 car unit?

Pastures new for the IETs this Sunday, 26th November 2017. Subject to all the usual caveats (the 1Txx shuttles are *very* provisional):

3G14 0840 Stoke Gifford - Swindon
1G14 0938 Swindon - Cheltenham Spa
1L51 1118 Cheltenham Spa - Swindon
1G32 1338 Swindon - Cheltenham Spa
1L70 1546 Cheltenham Spa - Swindon
1G52 1738 Swindon - Cheltenham Spa
1L94 1932 Cheltenham Spa - Swindon
1G88 2134 Swindon - Cheltenham Spa
5G88 2244 Cheltenham Spa - Stoke Gifford (via Yate)

5T09 1145 Stoke Gifford - Bristol Temple Meads
1T09 1234 Bristol Temple Meads - Swindon
1T10 1330 Swindon - Bristol Temple Meads
1T13 1432 Bristol Temple Meads - Swindon
1T14 1530 Swindon - Bristol Temple Meads
1T17 1630 Bristol Temple Meads - Swindon
1T18 1730 Swindon - Bristol Temple Meads
1T21 1836 Bristol Temple Meads - Swindon
1T22 1930 Swindon - Bristol Temple Meads
5T22 2107 Bristol Temple Meads - Stoke Gifford

5A22 1420 Stoke Gifford - Bristol Temple Meads
1A22 1505 Bristol Temple Meads - London Paddington (via Trowbridge and Berks & Hants)
1C25 1800 London Paddington - Bristol Temple Meads (via Berks & Hants and Trowbridge)
5C25 2035 Bristol Temple Meads - Stoke Gifford

My thanks to Kieran Whitehead on the IET & HST Appreciation Society (https://www.facebook.com/groups/theiethstappreciationsociety/) Facebook group for allowing me to share this information.

Are those the first scheduled IETs to Cheltenham Spa, and the first passenger carrying IETs on the Berks and Hants?

Definitely the case for the Golden Valley line.

Haven't we had an IET diverted by engineering work via reversal at Chippenham thence through Melksham, Westbury and on to the B&H?

Presumably those shuttles will be 5-car trains?

Ah yes - that was the Westbury avoider, not a station call and reverse.

First IET in public service from Bathampton Junction to Bradford Juncion  ;D

I'm hearing now that it's more than likely that it won't be IETs on these shuttles between Swindon and Cheltenham/Bristol.

Do you know what GWR do plan to operate on these routes?

I was only referring to the past Sunday.

Attached are the IET diagrams from Monday 11th December. 12x 5car units in service.

Diagram lists courtesy of Paul Thacker, from the IET & HST Appreciation Society Facebook group.

Out of interest, when are IETs expected to start running from Paddington to Exeter/Plymouth/Penzance?

It seems likely that 800s won't run West of Exeter. Need to wait for the 802s GWR's GT model.

Will there be sufficient HSTs to sustain the direct London- Plymouth/Penzance service until that happens?

So, when is that likely to be?

They’ve started to be delivered so not too long.  Next summer IIRC should see them commence in service with all HSTs replaced (except for the short formation units) by early 2019.

Has any 802 yet been delivered?....

All the AT300s (as they were known then) of both orders were to be delivered starting in 2018. If they were to come from Newton Aycliffe, there might be a knock-on delay from the main IET order. However, if they are still following the plan for them all to come from Pistoia after the initial Japanese ones, presumably there is a risk of problems getting the Japano-Tuscans up to speed.

While all these GWR 80xs are basically the same now, perhaps even identical, I'm sure they will stick to the plan as to which run on which routes and the order of going into service. So it's all down to the timing of this change-over period, which has now opened up a gap in stock numbers, and whether enough HSTs are left that actually work. I wonder what the criteria are for choosing power cars for processing, and how many Mk 3s are found on inspection to be unfit to upgrade or keep running either.

The AT300s/802s have larger fuel tanks, don't they?

Larger than what? I understand all the 800s and now-engined 801s have larger tanks than were originally intended for 800s. But I don't have figures I can be sure of for any of those.

Yes, one was parked up outside North Pole for a while a couple of months ago

802002 seen there tonight.

The 800/801s - Agreed these are all now bi-modes but I'm not sure that included the larger fuel tanks that the 802s were ordered with - just the same smaller tank the original bi-modes are getting.

That is my understanding too.  It is also unclear to me as to whether the 801s have the same performance parameters as the 802s.  I know that they were "unmuzzled" but I am not sure that takes them to the same as he 802s.  The engines are computer controlled and there are a number of parameters that could have been lifted to unmuzzle them and I have not heard official confirmation that they have been uprated to the level of the 802s 

Wikipedia has some quite specific information that the 801s have been given the (or a) bigger tank. That seems plausible, since most of these were newly ordered with the extra engines. I doubt whether the 800s have had this upgrade, as their tanks will have been on order already. Of course without konwing the source for that it's hard to know if it really is the case.

Roger Ford is now suggesting that the DfT have not bought out the power limit entirely - presumably Hitachi would need a bigger bung. So GWR are under pressure to run trains muzzled, and it seems from other comments that it's not something the driver can turn off and on. Certainly I'd expect these first few weeks of running to involve trying various options (and missing engines) to see what it does to timekeeping under real-world conditions. Presumably the agreement with Hitachi/Agility could still be altered if DfT feel their faces deserve egg-free zone status.

The restriction is in the unit's software with no 'button' available to the driver, correct.

GWR are of the opinion that they won't be able to meet current timetable timings without the unmuzzling, so pressure is on the DfT I reckon.

Shame that, I had visions of the tannoy announcement if they did. "This is your train manager speaking I'd like to welcome you on board this GWR service to Bristol. We're running late due to more trains than usual needing repairs at the same time. Therefore the driver is going to take us to full power as soon as we leave Slough. So please hold on tight when he (or she) hits the button to take us to full power.

See also https://en.wikipedia.org/wiki/Warp_drive  ;) :D ;D

That all makes sense.  We also need to unpick what "unmuzzling" actually means.  It is not a simple as lifting the maximum possible power rating.  This is all software controlled so there are other parameters that can be eased such as acceleration.  Presumably, they will want to ease the parameters which give the greatest performance improvement for the least extra wear and tear (and extra maintenance) on the engines.

The info on power outputs etc is all very interesting – thank you.   I’ve tried using Recent Train Times to see if there’s a correlation between punctuality and train type used (ie IET or HST), but there have been so many other factors affecting timekeeping recently that this analysis fails. 

It makes sense what Tim is saying – they can try tweaks which will improve point to point timings by the odd minute or two, and quantify the consequential effect on the condition of the power units, cooling systems, traction motors etc.  In due course a deal will be struck between the train operator (GWR), the train provider (Hitachi) and the party that created the problem in the first place (DfT), money will change hands and then everyone will be happy - or at least equally unhappy.

According to sources elsewhere, the deal has already been done and a figure of £300m has been quoted..... :P

That seems very expensive.  The deal on the class 802s was reportedly at a cost of £380m.  Still Hitachi had DaFT over a barrel.   My assumption had been that Hitachi would be paid for every hour of unmuzzled running used with price for use of the trains reverting to the original price once the wires were up and the trains muzzled again. 

That's alright it's not like it's the taxpayer that's going to be.........Oh wait!

The engines cannae take it captain, not without several hundred millions pounds changing hands! ;D

Is it only me who is tickled by the idea that there's actually a street in Virginia called 'Warp Drive'?  ;D

I suspect those turkeys at the DfT asked for unmuzzled without time limit to remuzzle, and that is the extra cost of the increased wear & tear over whatever lifespan was agreed.

Well.  That answers the question SOMEONE is going to ask!  ::) ;D :D ;)

Anyone know which services from Paddington will be an IET this Friday 29th December? I have the return portion of a Taunton - Paddington Super Off Peak return which I think is valid via Bristol as well, so might give one a try if the timings work.

Thanks in advance!

Subject to caveats. These times are in the system but there are HST 'shadows'. A Paddington to Taunton Super Off Peak is valid via both Bristol TM and Bristol Parkway. There are no time restrictions on 29th December.

0657, 0757, 0827, 0830 (Bristol PW), 1130 (Bristol PW), 1227, 1327.

There are more through the afternoon and evening, but I've not deciphered the diagrams for those.

For some reason, I rather enjoy the run via Parkway, only experienced so far during engineering works. I'm heading for Devon tomorrow, but it looks as if it will be on a HST. Whatever is carrying Mrs FT, N! and myself runs ECS from St Phil's to Marylebone before coming back to Bristol via the Chilterns.

I don't think the IEPs will be cleared to run diwn the Chiltern line

Maybe not, but as they're "widened lines" able to take class 165, 166 and 168 trains, I would suspect their clearance may not be too problematic.

At the other end of the run, interesting to note on one hand that the suggested red and blue franchise map has neither franchise running beyond Swansea (so an end to through services between London and Carmarthen?), yet comment was made in a Chris Grayling speech of their running to Pembroke Dock on summer Saturdays.

The Cotswold Line should see its first IET in passenger service today.

The 1242 Paddington - Hereford 1601 is booked as an IET.
Return working is 1634 Hereford - Paddington 2007.

The first IET replacement diagram for the off lease Class 180s.

http://www.realtimetrains.co.uk/train/V91910/2017/12/31/advanced
http://www.realtimetrains.co.uk/train/V96646/2017/12/31/advanced

All IET workings on the Cotswold Line will just be 5-cars for the time being.

800011 has the honour.

Also from next Tuesday the ‘proper’ diagrams start and the following trains are scheduled for a 5-car IET:

1W14, 06:54 PAD-GMV
1P25, 09:54 GMV-PAD
1W29, 14:21 PAD-WOF
1W33, 16:22 PAD-GMV
1P42, 17:26 WOF-PAD
1P47, 19:42 GMV-PAD

Hope no one is expecting to find a buffet or hot food on those services. :o

Just like the Class 180 it replaces then.  :P

It's been a long while since I was on a 180 are you saying that they removed the express café?

It was never used after they returned to FGW in 2012, though remained in situ.

Trolley service only on Cotswold Line services operated by Class 180s.

The first run down to Hereford seems to have gone well. The only late running was on the journey to Didcot. Lost 8 mins on the GWML. From there it kept to time, never more than the 8 minutes already lost at each station call.

On RTT are IETs booked as IETs or generic 125HST?

I think that stock allocation has to be made as as input to the timetabling process, since it determines the timings. That means it can't be changed as and when new IETs arrive, so a common type has to be used. As the IETs are a lot quicker on electric, that common stock may as well be the existing HST.

As to the relative timings on diesel, the answer is either "not enough difference to worry about" or else "watch this space".

Overall on the North Cotswold Line I expect they’ll be a little slower than HSTs between stations, but have much shorter dwell times at the unstaffed stations which cost so much time.  So I expect they will outperform both HSTs and Turbos, though only marginally in the case of the latter. 180s will remain the best performers the line has had - and probably will ever have unless electrified.

What effect 9/10-car operation has may mean revisiting those views as it depends how many platform extensions are built and to what length.

Based on statements that the IET services will run in the HST timetables until everything's been changed over, I'm sure it's believed (and perhaps tested) that IETs perform as well as HSTs in all circumstances?

Ah softening people up for the IET ;) ;D

Just spotted on JourneyCheck:

Could be anything from spray paint to faeces.

Yes, the latter happens 'regularly', according to a driver I know.

As predicted by my crystal ball.
Early on in the IEP saga I said something like "catering on existing trains will have to be reduced or withdrawn in order to prepare people for the new trains"

They will have catering in the form of a trolley. Many in the know say that that those take more money than a static buffet. No crystal ball - I think we've known that GWRs IETs were never having a buffet....

If that was the case wouldn't you expect Cotswold Line trains formed of HSTs, that have formed the majority of services daily for many years now, would have had their catering replaced by a trolley as well?

Passing through Reading today, I didn't see a load of new trains, but did spot a couple of oddities.

At least two trains were shown on the platform CIS as 8 car (and 1L66 from SWA was indeed an HST, not 2x800), but this was followed by "first class is in the middle and front" and the other carriage locations for a 2x800.

The one IET I did see was (I think) 1C15 to BRI (and it was just 1x800), but despite all the electricity so expensively provided for its use it was running on diesel power. Ungrateful or what?

I was on an IET on Monday from Swindon to Reading and it was on diesel when I got off at Reading.

From the WNXX Forum (info may be subject to confirmation):

https://www.wnxxforum.co.uk/viewtopic.php?p=447915#p447915 (https://www.wnxxforum.co.uk/viewtopic.php?p=447915#p447915)

Why should that be the case when running on electric & not on diesel though? An axle is an axle surely?

Surely that question relates to our old friend interference (from traction to comms)?

Mind you, the only thing that distinguishes axle counters is having cables leading to the track, which are designed for being there. More than that, the axle counters were put in specifically to remove traction current interference, since track circuits are worse. And the Thales ones used in GW are a German design and can cope with electromagnetic track brakes. So it sounds a bit unlikely.

Ah, the Four Sprung Duck Technique, eh Rodney!

Reported on WNXX forum that Network Rail have replaced the signalling cable at Sonning and that class 800s are now running in electric mode from Reading towards Paddington without any ill-effects on the signalling (yet).

I've just been looking at RTT and it appears that 1B40 1345 London Paddington to Swansea (diagrammed for 800s) did PAD-RDG in just 22 minutes today, presumably on electric power all the way?

http://www.realtimetrains.co.uk/train/C55347/2018/01/05/advanced (http://www.realtimetrains.co.uk/train/C55347/2018/01/05/advanced)

Did 22 minutes on the 1630 Taunton yesterday. Fastest PAD-RDG journey I have done yet - and had the passage up to and through Ealing been more eager - I think they might have shaved another minute or so off it.

How does the 22 minutes compare to the HST run, timed by the Late O. S. Nock, of the Silver Jubilee special run in 1977. Admittedly this was a non-stop Paddington  - Bristol run to compliment the same mornings Up non-stop run Bristol - Paddington both of which set the records for non-stop journeys between the two cities.

When the HSTs were introduced in 1976 the standard time to Reading was 22 mins.  However, in those days, the exit from Paddington was much faster than is now the case.

Plus there was no such thing as ATP or OTMR, so the driver sometimes used to ‘see what she can do...’  ;)

I know, I saw one leave Reading electrically today. I didn't see how it came in from Didcot - is there still a problem on this section?

Maybe I've done it faster then [1978!]. Those were the days.  :)

As an aside, can you tell from RTT or other sources in the public domain whether the service is HST or IET?

You can tell from the length on the station CIS (via http://iris2.rail.co.uk/tiger/index.html (http://iris2.rail.co.uk/tiger/index.html)), but only until it leaves there. Of course you can also look at somewhere later on its route, but once it's terminated that won't work either. And it wouldn't distinguish a 9-car IET from a 2+9 HST (if they was ever relevant).

Thanks stuving - new to me!

I should have said you need to pick the right display type - for example the Staff View.

Thanks again stuving - I had already had a play. I find the "mobile view" easiest to get on with, even on a proper computer.

I heard 800/3 to Cheltenham start tomorrow? Is this true or?

Should be the case for the following trains (worked with two diagrams):

1G11, 07:36 PAD-CNM
1G29, 11:36 PAD-CNM
1G38, 13:36 PAD-CNM
1G60, 17:42 PAD-CNM

1L50, 10:36 CNM-PAD
1L67, 14:36 CNM-PAD
1L80, 16:20 CNM-PAD

Thank you. Bit tzoo early I understand but would it be likely they operate the route the next upcoming weekends?

Don't know yet, but will try to remember to check.  Though recently on weekends it appears getting any train to go to Cheltenham is asking a bit much of GWR!

9 coach IET '800305' on 1G11 Paddington to Cheltenham service today.

I also caught one of the 'shadow' services this morning, 5 car IET, on 1Z40 0718 Paddington to Oxford Down Carriage Sdg. Better than the normal 2 car 165 and I got off before Oxford Down Carriage Sdg. :)

800304 allocated to the other diagram, starting off with the 11:36 PAD-CNM.

Here is 800305 having just passed Moredon Bridge in North Swindon on the 07:36 London Paddington to Cheltenham service this morning.

(http://www.mbob.co.uk/rforum/ietchm.jpg)

Great to see the 9 car IETs finally in service. They are definitely needed.

Absolutely, and they do look pretty impressive.  Thirty-five sets in total, if you include the 802s.

Yes, but, I would hope that in the near term that 9 car sets are used instead of what should have been a 5+5 but would actually have been a single 5 car.
Going on the shambles so far, I fear that each newly delivered 9 car unit will result in the removal of an HST and a continuation of single 5 car units on services that should be full length.

As I suspected, IET units are being failed far more often for faults that other stock might be continued in operation with. An example from Friday evening....a 5car IET removed from service at Swindon owing to one of the diesel engines failing....doesn't that leave at least two others under a 5car? But as these are maintained by Hitachi, out of service it came at ran ECS to the Hitachi depot. Whether another was released by Hitachi - ? - but that service went no further.

I thought that the 5 car units had 3 engines the output of which was restricted in normal operation, but that would run at full power if one engine failed.
Therefore seems very odd to withdraw from service due to an engine out.
One of the alleged advantages of DMUs is the ability to proceed under reduced power when one engine fails.

It would indeed be unusual to withdraw one from service because one of the engines was out.  I have seen several running in service with one engine out before, and as Broadgage says power output increases in the remaining engines.  Perhaps there was more to it than that?

Been working on it ... keeping an eye open.

The switch from TOC supplied daily maintenance to manufacturer supplied daily maintenance has some consequences.

We have already seen the loss of a lot of engineers described as excellent from GWR at St Phillip's Marsh to Hitachi at Stoke Gifford which - couple with a lot of "new" units such as 165 and 166 seems to have lead to a reduction in St Phillps Marsh being able to get though so many repairs / services at it was doing.  Are we now seeing a second effect?

Where the TOC is responsible for both maintenance (turning out the units) and timekeeping / performance, it's in their financial interest to run a service even if it's on one (HST) power car - they'll be penalised less for a late service than no service, and the penalties in both scenarios fall on them.   However, with a 3rd party doing the maintenance and financially responsive for it, might it not be in the TOC's interest not to accept the unit, claim compensation from the 3rd party for not supplying to contract, and carry near-double the number of passengers in the train 30 minutes later?

I hope I'm being unduly cynical - I'm sure these things are carefully organised to avoid scenarios and temptations such as the ones I speculate about above.

I think that has happened, yes. It is for Hitachi to keepspares ready in fase tge operator refuses to accept one at start of service...

Unless the engine was out due to it being out of fuel, wasn’t there a bit of service disruption that day with a person hit by a train near Southall. Other than that, the only other issue would be relating to the compressors.

Yes, it was the same day as the 'hit by a train' disruption, but according to the TM, that service wasn't physically affected by it

Temple Meads sees 9car units today.