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Author Topic: Class 800s to Cheltenham & Hereford wef 25/06/2018  (Read 3815 times)
broadgage
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« Reply #15 on: June 10, 2018, 02:20:50 pm »

I would be very doubtful about any commitment to run only 5+5 or 9 car trains during the peaks.
Was not a similar commitment given regarding other services that have ALREADY been downgraded to DMU operation, and a significant number of single 5 car units have run on rush hour services.

I would regard full length trains as a future aspiration rather than a commitment.
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"When customers say that they want a seat, they dont mean they want to sit with their knees behind their ears so that 4 more can sit down. They mean that they want an extra coach so that 74 more can sit down"
"Capacity on intercity routes should be about number of vehicles, not compressing people"
grahame
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« Reply #16 on: June 10, 2018, 03:37:24 pm »

I would be very doubtful about any commitment to run only 5+5 or 9 car trains during the peaks.
Was not a similar commitment given regarding other services that have ALREADY been downgraded to DMU operation, and a significant number of single 5 car units have run on rush hour services.

I would regard full length trains as a future aspiration rather than a commitment.

Having said some of the negative, I am very VERY happy to have just changed off a 2 car 150 that I've been on for two and a half hours to continue my homeward journey on an IET.  Sure, it'll be another 15x or 16x for the last two stops, but they're good for that.
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« Reply #17 on: June 17, 2018, 01:19:03 pm »

There is an issue at Hereford apparently with the train being a matter of inches too long for the signal section at one platform at the station.   

Network Rail have only recently discovered it and are working on a fix.  It is only an issue when another platform is occupied. 

Therefore the 17:22 from Paddington is likely to remain an HST for the moment with the IET transferred to the Great Malvern departure an hour later.
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« Reply #18 on: June 17, 2018, 03:58:26 pm »

There is an issue at Hereford apparently with the train being a matter of inches too long for the signal section at one platform at the station.   

Network Rail have only recently discovered it and are working on a fix.  It is only an issue when another platform is occupied. 

Therefore the 17:22 from Paddington is likely to remain an HST for the moment with the IET transferred to the Great Malvern departure an hour later.

Yes, a 9-car IET would be too long for either of the arrival platforms at Hereford in that nothing else could be routed into the other platform until it had departed, and currently that train is due to sit there for an hour or so.  I had assumed the workings would somehow change so that it was only in the platform long enough to unload, but clearly not.

As for Network Rail only recently discovering it, I and others could have told them as soon as the trains were ordered!

At least Ledbury tunnel, whom many said the trains would not fit through, isn't causing any problems at all.
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Richard Fairhurst
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« Reply #19 on: June 21, 2018, 09:44:01 am »

0825 from Worcester to Paddington today was a 9-car - first one Iíve encountered on the line.
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CharlieGlos
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« Reply #20 on: August 21, 2018, 04:57:11 pm »

1742 to Cheltenham was covered by IET whilst the Hereford issue was on however 1722 to Hereford is now IET with 1742 back to HST. From 03/09, more Cheltenham diagrams change over:

UP DIRECTION
1L10 0528 Worcester SH - Paddington
1L36 0831 Cheltenham - Paddington
1L58 1236 Cheltenham - Paddington

DOWN DIRECTION
1G02 0640 Swindon - Cheltenham
1G21 0936 Paddington - Cheltenham
1G60 1742 Paddington - Cheltenham


I am also told that Stonehouse Platform Extention should be finished on the 25th, which will then mean 10 cars are cleared for the line.
« Last Edit: August 21, 2018, 05:10:26 pm by CMRailway » Logged

Regular GWR user between Gloucester and Swindon.
simont1952
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« Reply #21 on: August 22, 2018, 02:27:23 pm »

Hi,

I rode on my first Class 800 on Saturday 18th August (8:47 Malvern Link to Paddington 5-car).

A pleasant enough experience and not too noisy. But it was my impression that the train did not use the electric wires from Didcot to Paddington. I could hear the diesel engines on the whole journey in.

Am I mistaken or was there some engineering work on the OHP equipment?

I saw a 9-car set in Didcot station as we joined that line and it had no pantographs raised.

Regards

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Simon Thompson
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« Reply #22 on: August 22, 2018, 02:32:26 pm »

Welcome to the forum simont1952 !

There have been some IETs in service which have been restricted to diesel only.   I am not sure how many.  It is therefore possible the one you travelled on was one of them.

You don't say which direction the nine car was going.  They do switch from electric to diesel in that area.  I think it is at Moreton Cutting just to the east of the station, so if heading to Swindon it may have completed the changeover as it arrived at the platform.
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paul7755
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« Reply #23 on: August 22, 2018, 03:12:41 pm »

Itís also been mentioned elsewhere that itís sometimes the drivers - apparently a few are yet to be qualified on electric operation of IEPs.

Paul
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CharlieGlos
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« Reply #24 on: August 22, 2018, 05:14:19 pm »

Itís also been mentioned elsewhere that itís sometimes the drivers - apparently a few are yet to be qualified on electric operation of IEPs.

Paul


I would have assumed that that would be apart of the training though?
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« Reply #25 on: August 22, 2018, 10:53:54 pm »

It wasnít part of the training for the very first drivers, but has been part of it for some time now and I donít think there are any drivers still to be trained in AC operation - if there are it is a tiny minority.

The list of temporary diesel only units currently stands at about seven across the 5 and 9-car fleet, and it fluctuates daily.  Seven is highest I can remember seeing, but then there are more units than ever entering service now.

It is an interesting question as to how much more focussed Hitachi would have been had AC only Class 801 units been entering service now as originally planned.

I guess it matters little until next May, when, presumably, the delayed big new timetable will commence as currently planned.  Until then they are more or less able to keep to existing HST schedules on diesel.

There are still way to many niggly faults affecting availability, performance and the customer experience, but I remain of the opinion that there is a sound product underneath somewhere.  Hitachi need to up their game.

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« Reply #26 on: August 23, 2018, 10:34:18 am »

Hitachi need to up their game.

Hitachi Rail Europe's MD is an alumna of FirstGroup. She gained her management chops at First Great Western and First Capital Connect.

So, based on her history, I'd say she's doing fine. 'Barely adequate' is the management style she would have learned.  Tongue
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broadgage
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« Reply #27 on: August 23, 2018, 12:06:14 pm »

Hitachi need to up their game.

Hitachi Rail Europe's MD is an alumna of FirstGroup. She gained her management chops at First Great Western and First Capital Connect.

So, based on her history, I'd say she's doing fine. 'Barely adequate' is the management style she would have learned.  Tongue

I was not aware of this. Management experience at FCC and at FGW is far from a recommendation for any senior railway related job.
"barely adequate" might be considered unduly generous for anything related to FCC.
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"When customers say that they want a seat, they dont mean they want to sit with their knees behind their ears so that 4 more can sit down. They mean that they want an extra coach so that 74 more can sit down"
"Capacity on intercity routes should be about number of vehicles, not compressing people"
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