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Author Topic: Problems with the Night Riviera sleeper - December 2014 onwards  (Read 223930 times)
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« Reply #825 on: January 01, 2021, 07:41:00 pm »

If anyone has a few quid spare then you can buy the headboard from the first Night Riviera service.

https://www.ebay.co.uk/itm/Original-Headboard-from-the-inaugural-Night-Riviera-1983/373129787983?hash=item56e044ba4f:g:aRIAAOSwWr5fIFjH
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bobm
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« Reply #826 on: January 02, 2021, 08:54:19 am »

Oh *that* sort of headboard....   Grin
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TonyK
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« Reply #827 on: January 02, 2021, 08:23:23 pm »

Oh *that* sort of headboard....   Grin

I was thinking bunks, too!
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« Reply #828 on: January 10, 2021, 08:17:42 am »

Night Riviera was due to resume tonight - but both trips cancelled.

Quote
21:15 Penzance to London Paddington due 05:04

21:15 Penzance to London Paddington due 05:04 will be cancelled.
This is due to a shortage of train crew.

Quote
23:50 London Paddington to Penzance due 08:49

23:50 London Paddington to Penzance due 08:49 will be cancelled.
This is due to a shortage of train crew.
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TaplowGreen
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« Reply #829 on: January 10, 2021, 09:46:42 am »

Night Riviera was due to resume tonight - but both trips cancelled.

Quote
21:15 Penzance to London Paddington due 05:04

21:15 Penzance to London Paddington due 05:04 will be cancelled.
This is due to a shortage of train crew.

Quote
23:50 London Paddington to Penzance due 08:49

23:50 London Paddington to Penzance due 08:49 will be cancelled.
This is due to a shortage of train crew.

I suspect that had it run it would only have been the crew on board anyway.
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IndustryInsider
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« Reply #830 on: January 26, 2021, 11:20:23 am »

The recent announcement of a 30 strong fleet of tri-mode Class 93 locomotives might well offer a perfect replacement for the ageing Class 57s in a couple of years?

https://en.wikipedia.org/wiki/British_Rail_Class_93_(Stadler)

Able to run on electric power where the wires have been strung, and also having enough grunt where the wires run out in their diesel/battery hybrid mode.
« Last Edit: January 26, 2021, 11:59:45 am by IndustryInsider » Logged

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« Reply #831 on: January 26, 2021, 12:42:30 pm »

The new tri-mode locomotives certainly SOUND a good idea, provided that they work reliably. New trains and locomotives often fail to achieve the hoped for degree of reliability.
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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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« Reply #832 on: January 26, 2021, 12:52:15 pm »

They are heavily based on the existing diesel Class 68 and bi-mode Class 88, both of which have proven pretty reliable, though whenever you are relying on a single locomotive to power the train you are in trouble if that single source of power develops a problem.
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« Reply #833 on: January 26, 2021, 01:40:48 pm »

Agree, it would seem prudent to use two locomotives initaily, either two of the new ones or one new and one old.
Once reliability is proven, then a single loco in the interest of economy.
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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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« Reply #834 on: January 26, 2021, 03:52:54 pm »

The new tri-mode locomotives certainly SOUND a good idea, provided that they work reliably. ...

They are stated as 1800bhp in diesel mode compared to 2250bhp for an HST power car, 940bhp for a class 88 or 600bhp for a class 73 in diesel mode.  1550 for a 33, 2700 for a 50, 2750 for a 47, 3200 for a 67 ... sadly no data for a 57.

On the Sleeper, they would be another reason for electrifying the Devon banks earlier rather than later too
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« Reply #835 on: January 26, 2021, 05:16:40 pm »

The 1800Hp is Hybrid mode the engine is 900Kw so 1200Hp.

That is not going to be enough with ETH as well to get from Newbury to Penzance. I think even Plymouth to Penzance would be to far.
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« Reply #836 on: January 26, 2021, 05:25:45 pm »

The 1800Hp is Hybrid mode the engine is 900Kw so 1200Hp.

That is not going to be enough with ETH as well to get from Newbury to Penzance. I think even Plymouth to Penzance would be to far.

Aren't the numbers a rating and not an overall total though - overall total limited by fuel tank size, like in the old days steam engines were limited by coal bunker size.   Which leads me to ask - if we talking horsepower, wouldn't there be a coaching in or modern equivalent to stop for fresh animal equivalents?  "The Red Cow" or "Ye Olde Laira Inn"?

How do the 73s cope all the way to Fort William?
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« Reply #837 on: January 26, 2021, 06:24:27 pm »

The 1800Hp is Hybrid mode the engine is 900Kw so 1200Hp.

That is not going to be enough with ETH as well to get from Newbury to Penzance. I think even Plymouth to Penzance would be to far.

Aren't the numbers a rating and not an overall total though - overall total limited by fuel tank size, like in the old days steam engines were limited by coal bunker size.   Which leads me to ask - if we talking horsepower, wouldn't there be a coaching in or modern equivalent to stop for fresh animal equivalents?  "The Red Cow" or "Ye Olde Laira Inn"?

How do the 73s cope all the way to Fort William?

There's some contradictions in the available data. The best I can find is this artcicle from Rail Engineer, based on an interview with ROG's CEO Karl watts.

That says: 
  power from OLE - 4 MW
  power from diesel - 900 kW
  power from batteries - 400 kW
  battery capacity - 80 kWh   (can be charged from OLE or engine)
  weight - 86 t
  max train weight - 2500 t OLE only / 1500 t diesel hybrid

How big a hill it can get up using its 80 kWh would need some sums to work out, but note that full discharge (or presumably charge) at full power would take all of 12 minutes.
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broadgage
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« Reply #838 on: January 26, 2021, 07:10:08 pm »

80 KWH from batteries is not very much, is this limited battery power intended to move a train on its own ? Or is it intended to supplement the diesel engine. The later I suspect.

900 KW from diesel is useful, 900Kw  from diesel plus 400 Kw from batteries is very useful, even if the battery contribution is only for a few minutes. An 80 KWH battery if discharged at the stated 400 KW will only last about 12 minutes.
900 Kw on level track and  1,300Kw up banks for example, 1,300 KW when accelerating away from stops is also helpful.

Hopefully when in electric mode, the battery can supply ETS during brief gaps in contact with the overhead.
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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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« Reply #839 on: January 26, 2021, 08:58:01 pm »

Yes it supplements the Diesel engine.  Probably to help get it going at lower speeds and kick in again if necessary when tackling the steeper gradients.  The sleeper is not a particularly heavy or fast train - given the stated ambition of hauling freight trains as a mixed traffic loco - so perhaps it would be fine?
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