Evening
Well to be honest with you The Sprinter Meister
(and prehaps I should of worded my message better),
does it have to test at 125mph? Can't it be done
at night where it is less of an intrusion to other
services?
As you mentioned c67's are 125mph locos, plus the
fact that only 005/6 and 029 do anything much these
days anyway, the other's only pushing freight trains
around along with the odd charter periodolicly.
Arn't some of these already in store? Some could be
put to far better use than they are, such as using
them to do tests. As regards to running around,
top and tail them, but that might not be necessary
now, as NR» have a MRK2 DBSO▸ (which were used with c86
and c90 on Norwich services as a driving end trailers),
which 'if my memory serves me correct' are 100mph
capable.
But the main reason I commented is that HSTs▸ are going
to be around for a considerable while, until they get
this HST2 project going. With some TOC▸ 's now having
to look at MRK3 hauled stock, scrounging around for
odd spare power cars here and there, or hire ins (as
the 220/221 DEMUs▸ e.t.c which you rightly said were
meant to replace HST's but are not up to the job).
It begs another question if NR have to obtain HST power
cars, then why do they need have as much as they already
got on their books?
Some people may disagree with me, but I think this whole
220/1 and HST sets being cast away to NR was a badly dealt
with. But thats only my humble opinion.
Sorry for the slightly long winded version!
Regards
Karl.
In many cases the NMT has to go about its buisness on days simply because of the fact so much of the rail network closes after (in some cases before) the last service train. Taunton - Exeter shuts down quite early and the up / down sleepers goes through under SLW or more infrequently diverts via Yeovil. The High output ballast cleaner and track renewal train are working on that section. And thats just one example. There are numerous other bits of the
UK▸ simarlarly affected.
Testing has to take place at 125mph on certain routes simply to keep clear of other trains and if you think about it the logical speed at which to test the ride parameters is the speed of the fastest train that uses the route. The class 37 hauled test train supplements the NMT on routes where the speed is lower and which can support the axle weight of locomotive hauled trains. On branch lines the class 150/1 based track recording unit is used. The class 37 hauled train is rather less comprehensive in the range of tests it does if I remember correctly.
The class 67 locomotive has a very high RA due to weighing 90 tons spread over four axles. The design speed was 125mph, but you will find that none of them are now cleared to run at that speed. This is due to the very high track forces that a 22.5 ton axleloading running at 125mph would generate. The HST powercar has a far lower track force (69 tons over four axles). It would indeed be rather ironic to use 67's at 125mph to find they are damaging the very track they are hauling test trains over. 67's are cleared for 110mph. Most of the class 67's are now in use, new operators such as the new Wrexham operator and
GC» spot hires spring to mind.
The Network Rail DBSO's are being converted from their previous use and are being fitted out for controlling diesel locomotives fitted with 'Blue Square' multiple unit equipment. This is compatible with the
DRS▸ locomotives by means of an adaptor plug as although the pin configuration is different the functions of the 27 wires remain the same. The 'Blue Square'
MU▸ system is completely incompatible with the GM loco classes such as 59/66/67, all of which use the Association of American Railroads (
AAR» ) control system. Therefore a class 67 cannot operate in conjunction with a NR DBSO. The DBSO's will now no longer be able to control AC electric locomotives either.
As the HST NMT is run as a semi permanent set, it is possible to fit equipment such as forward facing high defenition cameras to the power cars for video surveying etc. You will recall that evidence from these cameras was used in the ongoing enquiry into the fatal Grayrigg derailment. This is rather more complex to arrange where a locomotive which is more readily detacheable (and possibly hired in from a third party) is involved.
The large number of power cars in the NMT pool is required I guess to ensure there are enough servicable power cars to cover the NMT duties. I seem to remember there was talk of forming up a second NMT to assist in the considerable workload. I don't think the TOC's spot hire powercars much nowadays, certainly not Grand Central who run a minus availability figure most of the time.
It seems on the face of it a waste of HST rolling stock, however the ability for Network Rail to properly survey its assets without fouling up the passenger service or the overnight maintainance is in my view probably to the greater good than two less than complete HST rakes. Unless somebody is prepared to sell them a couple of Voyagers. And pick up the tab for reverse engineering the NMT trailers (most of which are ex buffet cars) into passenger stock.
