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Author Topic: Problems with IET trains from April 2021  (Read 93550 times)
bobm
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« Reply #255 on: May 12, 2021, 09:47:58 »

No IETs (Intercity Express Train) to start the service with this morning. Unrelated problem discovered overnight.

Three car turbo working at least one of the Reading to Newport shuttles.
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Ivor Dewdney
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« Reply #256 on: May 12, 2021, 09:51:07 »

How about TfW 67's and Mk4 stock?

Cardiff - Holyhead loco-hauled not resuming until 13th September according to North Wales Coast [http://www.nwrail.org.uk/nwnews.htm]

Short sets but they have buffet/restaurant facilities   Wink

Just a thought...
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BBM
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« Reply #257 on: May 12, 2021, 09:55:38 »

No IETs (Intercity Express Train) to start the service with this morning. Unrelated problem discovered overnight.

Three car turbo working at least one of the Reading to Newport shuttles.


Apparently it's 166215 according to info posted on other forums.

EDIT: WNXX (Stored Unserviceable, Mainline Locos HQ All Classes) is reporting that 1B07 09.13 Reading - Newport (26 late start) is 166201 so possibly a unit swap.
« Last Edit: May 12, 2021, 10:19:48 by BBM » Logged
broadgage
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« Reply #258 on: May 12, 2021, 10:23:16 »

Any news about extra stock ?
IIRC (if I recall/remember/read correctly) the following is promised and may already have been delivered.

3 AC EMUs (Electric Multiple Unit) from C2C.
5 High Speed Train (HST (High Speed Train)) trailers.
2 sets of loco hauled coaches from Riveria trains.

EMUs in service from when ? should be simple as similar units are already used on Thames valley services.

What are the plans for the 5 High Speed Train (HST) coaches ? make an additional 5+2 set, or perhaps add one vehicle to each castle set to make 2+4 sets into 2+5.

Have the loco hauled coaches yet arrived ? Date for entry into service ?

Edit: VickiS - Clarifying Acronyms
« Last Edit: May 17, 2021, 13:24:46 by VickiS » Logged

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 (Diesel Multiple Unit) is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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« Reply #259 on: May 12, 2021, 10:30:15 »

How about TfW 67's and Mk4 stock?

Cardiff - Holyhead loco-hauled not resuming until 13th September according to North Wales Coast [http://www.nwrail.org.uk/nwnews.htm]

Short sets but they have buffet/restaurant facilities   Wink

Just a thought...

The crews who will be working this are still training on the Loco and stock and don't have route knowledge and those who have route knowledge don't know the traction and Mark 4s.   There are differences between the Mark 3s and Mark 4s so far as competence is concerned.   Latest is that one set will be working on June 7th
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grahame
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« Reply #260 on: May 12, 2021, 10:39:13 »

What are the plans for the 5 HST (High Speed Train) coaches ? make an additional 5+2 set, or perhaps add one vehicle to each castle set to make 2+4 sets into 2+5.

Unlikely to be a mixed set - can you have both slam door and electric doors in the same train?   Logic might be another 4+2 set with a spare carriage??
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« Reply #261 on: May 12, 2021, 10:48:16 »

If they stick anything remotely interesting to enthusiasts on the front, half the train will be full before the public get anywhere near it ! That was certainly true of some of the summer Saturday jaunts to Weymouth from Bristol !

This should be manageable by the following

1) Do not advertise what traction will be provided. Some enthusiasts will find out and travel for the fun of it, but numbers will be limited. On the second day, numbers will be a bit limited by those who DID» (Didcot Parkway - next trains) find out and DID travel on the previous day, but don't want to do it twice.

2) Use enough coaches to provide ample capacity for both normal passengers AND for a few hundred enthusiasts.

3) Any rare or interesting traction could be best used on long distance NON STOP services, for example fast from Paddington to Plymouth. The cost of a ticket would limit enthusiast numbers. Also consider use on a late evening service, with no return possible by train the same day.

1. Really? I think you grossly underestimate the ability of enthusiasts to find out about unusual traction and their desire to take advantage of it.
2. I'm sure they will be using everything that is possibly available and practical to use, and it still is unlikely to be enough.
3. So how does that traction get to Paddington for it's fast evening run? On an earlier service into Paddington from Plymouth no doubt, which gives the enthusiasts the opportunity to do a return trip. If stock is available, you can bet it will be used throughout the day, else what is the point in having it?

Also, with social distancing, the last thing you want to be doing is putting anything in place that makes over-crowding more of an issue. Health should come before a jolly behind a Class 50 or Tornado on a COVID B.1.617.2 excursion.

It's obvious that you are relishing Hitachi's current misfortune, as well as taking the opportunity to wallow in nostalgic thoughts of halcyon days gone by when a Western would be the haulage for your mobile breakfast. I'd remind you that the build quality (current issue) of the trains is totally unrelated to the customer's specification, many aspects of which you hate with a vengeance as you have repeated on here ad nauseam. If they had built longer sets, with buffets and softer seats, they still would be sitting in the depots today with exactly the same problem.




 
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broadgage
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« Reply #262 on: May 12, 2021, 10:55:46 »

What are the plans for the 5 HST (High Speed Train) coaches ? make an additional 5+2 set, or perhaps add one vehicle to each castle set to make 2+4 sets into 2+5.

Unlikely to be a mixed set - can you have both slam door and electric doors in the same train?   Logic might be another 4+2 set with a spare carriage??

I presume that there is a rule against mixed slam doors and power doors within the same train, WHILST TIMES ARE NORMAL.
In the present circumstances an exception could reasonably be made.

Option one. Put the single additional slam door vehicle at one end of the train. Lock the external slam doors and put up signs that read "this door not in use"
Passengers to move along the train to use this extra seating. If any platform can only take 4 cars, make certain that the slam door vehicle is the one not platformed.

Option two.
Put the single extra slam door coach in the middle of the train, lock the external doors and apply signage as above.
Passengers intending to board or alight will only have to walk a few steps to use the power operated door in the adjacent coach.
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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 (Diesel Multiple Unit) is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
broadgage
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« Reply #263 on: May 12, 2021, 11:12:55 »



It's obvious that you are relishing Hitachi's current misfortune, as well as taking the opportunity to wallow in nostalgic thoughts of halcyon days gone by when a Western would be the haulage for your mobile breakfast. I'd remind you that the build quality (current issue) of the trains is totally unrelated to the customer's specification, many aspects of which you hate with a vengeance as you have repeated on here ad nauseam. If they had built longer sets, with buffets and softer seats, they still would be sitting in the depots today with exactly the same problem.




I am well aware that the current issue is unrelated to the hard seats, no buffet, and other negative aspects of IETs (Intercity Express Train), and have therefore avoided or at least minimised comments on such factors. This thread is about the defective design or construction and NOT about passenger facilities.
Had the trains been full length and of proper inter-city specification, they would still have suffered from the same issues.
However had the trains been proper inter city trains I might have been a bit more forgiving.

However the cracks are the latest problem suffered by a generally unsatisfactory design.
Failure to couple and uncouple reliably in some short and specified time.
Failure to handle adverse conditions at Dawlish.
Overheating in hot weather.
A general failure to achieve the expected reliability and availability, a dozen or more short formations a day was common, pre covid and before the cracks.

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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 (Diesel Multiple Unit) is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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« Reply #264 on: May 12, 2021, 11:14:20 »


I presume that there is a rule against mixed slam doors and power doors within the same train, WHILST TIMES ARE NORMAL.
In the present circumstances an exception could reasonably be made.

Option one. Put the single additional slam door vehicle at one end of the train. Lock the external slam doors and put up signs that read "this door not in use"
Passengers to move along the train to use this extra seating. If any platform can only take 4 cars, make certain that the slam door vehicle is the one not platformed.

Option two.
Put the single extra slam door coach in the middle of the train, lock the external doors and apply signage as above.
Passengers intending to board or alight will only have to walk a few steps to use the power operated door in the adjacent coach.

The interlock circuit runs from power car to power car so impossible to run a mixed rake
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TonyK
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« Reply #265 on: May 12, 2021, 12:15:05 »


This should be manageable by the following

1) Do not advertise what traction will be provided. Some enthusiasts will find out and travel for the fun of it, but numbers will be limited. On the second day, numbers will be a bit limited by those who DID» (Didcot Parkway - next trains) find out and DID travel on the previous day, but don't want to do it twice.

You underestimate the power of social media, broadgage. A tweet from someone on the lines of "About to leave Penzance on a class 50 hauled train to Paddington via Bristol" gives any follower in Plymouth 2 hours to dust down anorak, fill tartan Thermos flask, find safety goggles for window hanging, retweet and post on Facebook before heading to the station. It might not have quite the same impact as a rare purple-crested frog gobbler being blown off course onto a Glasgow bowling green, but the news will travel fast.

(That last bit might be a bit fanciful. I don't know if there are any bowling greens in Glasgow.)
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grahame
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« Reply #266 on: May 12, 2021, 13:09:36 »

Just added to the "beginners start here" landing thread on current disruption at http://www.passenger.chat/24974 ...

Quote
Update - from Wednesday 12th May 2021 - from GWR (Great Western Railway) this morning.

A number of Class 800 series Hitachi trains in use by several train companies, including GWR, have been withdrawn from service for precautionary safety checks.

Once they have been checked by Hitachi and cleared, we hope to bring them back into service as soon as possible. We will keep you up to date here. 

We have had to cancel many of our long-distance services and expect disruption to journeys to continue for the next few days.

Please see just below for the service changes that were in place yesterday and continue today (12th) and probably tomorrow (13th) May 2021
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grahame
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« Reply #267 on: May 12, 2021, 13:14:17 »

(That last bit might be a bit fanciful. I don't know if there are any bowling greens in Glasgow.)

There are.  I took a look from my social media and found https://www.glasgowlife.org.uk/media/6317/bowls-opening-times-and-guidelines.pdf
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« Reply #268 on: May 12, 2021, 18:51:52 »

It looks as though a Class 387 is going to venture boldly where no Class 387 has gone before tomorrow. It's not exactly timed gingerly for the strange lands beyond the western outpost of emu territory, so presumably they are not worried about it bashing into anything en route.

https://www.realtimetrains.co.uk/train/25630/2021-05-13/detailed

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JayMac
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« Reply #269 on: May 12, 2021, 19:14:06 »

Is there enough stock within the GWR (Great Western Railway) franchise to provide some semblance of a London to the west service?

What issues would there be with the following:

- Class 387s to Swindon where they can interchange with Castle Class HST (High Speed Train) sets for Wales, Bristol and the west of England.

- A few Turbos back to Reading to provide a Cotswold line service.

- A Turbo shuttle service for Reading to Castle Cary

With the necessary thinning of regional/local services obviously. Spread the pain! There should also be plenty of IET (Intercity Express Train) drivers to do pilot working where necessary.

A more fanciful idea. Could redundant Class 91s + Mk4s run between London and Cardiff? LNER» (London North Eastern Railway - about) have taken back a couple sets from storage. By my reckoning there are still 10 or so sets warm stored.

All current or recently retired stock. No need to call on preserved diesels and Mk1s/2s.




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