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Author Topic: JourneyCheck ... reasons given  (Read 179713 times)
richwarwicker
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« Reply #120 on: July 20, 2017, 10:13:16 am »

Maybe it was late due to a signal fault, and didn't have time to get the tank drained and now the toilet tank is full?
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bobm
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« Reply #121 on: July 20, 2017, 08:32:41 pm »

I was told today in the West there were 64 units to cover 64 diagrams with no spares.  So on days like that providing it is safe to put in traffic it is going to run even if it means no working air cooling, toilets or short-formed.

It also means that if a unit hasn't got a maintenance exam due to ending the day in the wrong place because of disruption it isn't going to be going out to play the next day - hence the rather curious messages on Journeycheck.
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Chris from Nailsea
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« Reply #122 on: August 16, 2017, 08:23:09 pm »

I received a text message last Thursday, informing me that the 18:20 BRI to NLS would not call at its destination due to 'the train manager being taken ill.'

Hopefully, that member of staff will have recovered by now - but it's the first time I've seen that offered as a reason for delay / cancellation?

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William Huskisson MP was the first person to be killed by a train while crossing the tracks, in 1830.  Many more have died in the same way since then.  Don't take a chance: stop, look, listen.

"Level crossings are safe, unless they are used in an unsafe manner."  Discuss.
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« Reply #123 on: August 17, 2017, 07:29:17 am »

The 7.08 Maidenhead to Paddington was cancelled this morning 'due to a fault on this train'. This was declared early on its route so I had time to check the intended path and it would appear that the fault was a nasty case of maidenheaditus because the train managed to call at every other stop, and clattered through the platform about 8mins later than intended. Obviously it didn't stop as it had 'a fault'.

Can anyone explain a fault that only affects one station stop?
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grahame
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« Reply #124 on: August 17, 2017, 07:34:30 am »

Can anyone explain a fault that only affects one station stop?

* a failure of selective door opening mechanism against a short platform
* less passenger space available than normal (faulty carriage), stop removed to avoid overcrowding
* delay early on journey due to fault, skipping a stop to get back on time
* Substitution of faulty train by different type not cleared for platforms (e.g. Platform 3 Salisbury, class 153!)
* Stop would be at bottom of a climb and train running on limited power (e.g. Totnes)

Not sure which / if any of these could apply in your case.

Noting Honeybourne also missed out ...

Edit - added a further possibility to the general case.
« Last Edit: August 17, 2017, 08:19:38 am by grahame » Logged

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Rhydgaled
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« Reply #125 on: August 21, 2017, 09:43:15 am »

Not sure if this is the right place for this, but is Real Time Trains a definitive source for what happened on a given day? This past Saturday (19th August 2017), the eastbound Pembroke Coast Express (10:01 Pembroke Dock to London Paddington) was poorly. The station announcments at Carmarthen were saying the train was delayed 'due to a train fault' and, sure enough, the engine in one of the power cars seemed to be dead (the power car was making noises, but none of them sounded like a diesel engine to me).

My question is what did FirstGWR do about it? The station announcements were saying that the train will not call at Swansea, Neath, Port Talbot Parkway and Bridgend today, suggesting that the stops had been pulled to help the service make up time. However, Real Time Trains is saying that the train did call at Swansea (12 minutes late); and was then cancelled. Which is right, the platform announcments or Real Time Trains?
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Don't DOO it, keep the guard (but it probably wouldn't be a bad idea if the driver unlocked the doors on arrival at calling points).
IndustryInsider
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« Reply #126 on: August 21, 2017, 11:23:06 am »

RTT is usually correct - only usually wrong if a manual report has been made erroneously.  Looks like 1L62 terminated at Swansea and was then restarted using another set at Cardiff (as 1Z62), so both sources are correct.  I suppose you could say it said it wasn't calling at Swansea but it did, but in terms of departing passengers it didn't, IYSWIM?
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Rhydgaled
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« Reply #127 on: August 21, 2017, 01:01:48 pm »

RTT is usually correct - only usually wrong if a manual report has been made erroneously.
Ok, so RTT is probably correct in this case, thanks for the reply.

Looks like 1L62 terminated at Swansea and was then restarted using another set at Cardiff (as 1Z62), so both sources are correct.  I suppose you could say it said it wasn't calling at Swansea but it did, but in terms of departing passengers it didn't, IYSWIM?
But, for any passengers at Carmarthen bound for Swansea, Neath, Port Talbot or Bridgend who heard the announcement it was incorrect since they may have decided unecessarily to remain at Carmarthen to await a train that was calling at those places. Also, it may have given passengers false hope that they could get to Cardiff (and Paddington) on the partly-failed set rather than being stuck in Swansea.

Definately a misleading announcment (so the 'smoke and mirrors' board at least is an appropriate place for this). I'm supprised there was a set available to restart the service at Cardiff, since GWR's depot in south Wales is at Swansea they'd be more likely to find a spare set there I would have thought.
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Don't DOO it, keep the guard (but it probably wouldn't be a bad idea if the driver unlocked the doors on arrival at calling points).
bobm
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« Reply #128 on: August 21, 2017, 01:33:49 pm »

I'm supprised there was a set available to restart the service at Cardiff, since GWR's depot in south Wales is at Swansea they'd be more likely to find a spare set there I would have thought.

There was an empty HST running from Bristol to Landore which was stopped at Cardiff to form 1Z62 with a slightly late start.
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Timmer
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« Reply #129 on: August 21, 2017, 01:45:17 pm »

There was an empty HST running from Bristol to Landore which was stopped at Cardiff to form 1Z62 with a slightly late start.
That's what I call quick thinking and providing a good service as that would have caused inconvenience to do that but that's what should be happening...putting passengers first.
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Rhydgaled
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« Reply #130 on: August 21, 2017, 02:10:18 pm »

I'm supprised there was a set available to restart the service at Cardiff, since GWR's depot in south Wales is at Swansea they'd be more likely to find a spare set there I would have thought.

There was an empty HST running from Bristol to Landore which was stopped at Cardiff to form 1Z62 with a slightly late start.
Ah, that explains it; thanks. A good bit of luck for passengers from Cardiff towards Paddington.
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Don't DOO it, keep the guard (but it probably wouldn't be a bad idea if the driver unlocked the doors on arrival at calling points).
IndustryInsider
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« Reply #131 on: August 21, 2017, 02:55:19 pm »

As well as an available train, you also need available crew as well of course.  I this case it looks like it all fell reasonably into place.
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Worcester_Passenger
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« Reply #132 on: August 21, 2017, 03:58:27 pm »

Can anyone explain a fault that only affects one station stop?

* Stop would be at bottom of a climb and train running on limited power (e.g. Totnes)

Not sure which / if any of these could apply in your case.

Noting Honeybourne also missed out ...


Honeybourne gets missed out if an HST has only one power car working.

4.5 miles at 1 in 100.
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Adelante_CCT
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« Reply #133 on: October 01, 2017, 10:38:31 pm »

errrrr, has the Transwilts unit made its way to Reading? Smiley

Quote
21:44 Reading to Bedwyn due 22:25

Facilities on the 21:44 Reading to Bedwyn due 22:25.
Will be formed of 1 coach instead of 2.
This is due to more trains than usual needing repairs at the same time.
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