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PostPosted: Tue Oct 17, 2017 7:21 am 
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Seems not a good day for yesterday's introduction of the Cl.800 IEPs in public service from Bristol Temple Meads to London Paddington.

- Late start;
- Air-con failed half way, was dripping all over passengers, had to be turned off;
- Loads of 'men who like trains' causing delays by overloading the service, making it crowded from Reading;
- Switchover from diesel to 25kV AC electric around Maidenhead failed due to pantograph issues.

http://www.railwaygazette.com/news/pass ... rvice.html

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PostPosted: Tue Oct 17, 2017 2:04 pm 
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I watched this vid, realized it was yesterday. He was lucky not to be onboard for the cock-up, but apparently made one by your wording.

It's a shame though people get the two 5-car set first rather than 9-car set ! I can only imagine it's unpleasant when you have multiple class and commuters !

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PostPosted: Tue Oct 17, 2017 3:02 pm 
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Are they doing the AC to Diesel switchover on the move at Maidenhead, or is there a stop in the schedule?

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PostPosted: Tue Oct 17, 2017 11:01 pm 
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From what I understand, it can transition to AC while moving. I don't think there's a scheduled stop in.

The TRUST timing points on this train are at Maidenhead and Slough. The public TRUST report shows that was about 25 late between Bristol and Maidenhead, then jumps to 42 late at Slough, indicating that something happened in that section.

http://www.realtimetrains.co.uk/train/C ... 6/advanced

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PostPosted: Tue Oct 17, 2017 11:24 pm 
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JamieLei wrote:
- Air-con failed half way, was dripping all over passengers, had to be turned off;


Whaa, you mean to say that shower wasn't a new feature on board these services?! :P

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PostPosted: Wed Oct 18, 2017 8:29 am 
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Sadly if the cranks had their way and Mk5 'proper train' stock was introduced, as per the Caledonian sleeper, there might have been a shower or two!

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PostPosted: Wed Oct 18, 2017 9:26 am 
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No Mark 5s on the Caledonian just yet Jamie! Still Mark 2s and 3s. Could have done with that shower to be honest :lol:

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PostPosted: Wed Oct 18, 2017 10:46 pm 
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Hurrr. All moving changeovers - 378s have been doing it for years between DC and AC at Shay Boux, although switching between two leccy systems is obv easier... and those trains do have slack built in for stopping.

Annoying that the changeover bombed - the whole point of a bi mode fleet was to enable quick movements from non electrified territory to that with knitting.

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PostPosted: Thu Oct 19, 2017 4:26 pm 
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All gone a bit ATP so far then.

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PostPosted: Thu Oct 19, 2017 7:59 pm 
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From what I hear on the grapevine, it was a HST this morning. So not going that well.

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PostPosted: Thu Oct 19, 2017 8:13 pm 
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Kevo00 wrote:
All gone a bit ATP so far then.

Unfortunately we've got a bit more than a few prototypes of these bad boys.

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PostPosted: Tue Oct 24, 2017 7:40 pm 
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It was apparently back on at the end of last week and haven't heard anything since so assume its running well now?

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PostPosted: Thu Oct 26, 2017 9:43 am 
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Apparently on diesel power it cannot reach 125mph and in general struggles to keep to HST timings

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PostPosted: Thu Oct 26, 2017 8:30 pm 
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That's because the engines had to be downrated due to reliability issues. I think Hatachi are working on it. Personally, I'm not a fan of this whole Bi-mode/discontinuous electrification thing, and I'd far prefer to have quicker and more reliably electrified routes. In my opinion, saying to a place like Swansea, where no wires shall go that these new Bi-modes are an improvement is some sort of sick joke.

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PostPosted: Fri Oct 27, 2017 9:45 pm 
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How many route miles between Cardiff and Swansea are booked for 100+ mph?

I don’t agree with bi mode either, but it’s a better solution than running diesel under the wires, which BR once used to frown upon in the early days. To the point where electric locos would take over for tiny stints under the wires.

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PostPosted: Sun Oct 29, 2017 4:25 pm 
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Dave wrote:
How many route miles between Cardiff and Swansea are booked for 100+ mph?

4 miles of 100mph running currently for HSTs only, but that's it. I imagine IEPs may be cleared to do 100mph on that section as well, eventually.

Dave wrote:
I don’t agree with bi mode either, but it’s a better solution than running diesel under the wires

This is something I will always argue. I would much rather have a Bi-Mode 802 for the Transpennine services that can run on the wires where they're available, but also run on the route if the electrification is further delayed. Also, it allows them to be far more flexible when it comes to Diversionary routes (TPE use a lot of diesel routes for their overnight York - Manchester Airport services) than having to attach a Diesel locomotive.

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PostPosted: Sun Oct 29, 2017 6:16 pm 
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The interesting effect is that the introduction of bi-modes makes electrification business cases a lot less strong where you have diesels under wires. In the past, you could make a business case of say, Hull electrification, by electrifying the run of all 196 miles between London and Hull. Now, a bi-mode can use 165 miles of that as an electric train, which means that the less efficient diesel engines are only used for the last 30-odd miles. The business case then rests upon electrifying 30 miles of running, and making the train cheaper to purchase and more efficient to operate for the remainder of the journey (since you don't need to carry fuel or carry round diesel engines).

Not to say that we shouldn't do infill electrification; just that the problems of diesel islands have greatly been reduced by bi-modes.

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PostPosted: Sun Oct 29, 2017 6:34 pm 
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The title of this topic made me think someone had written a Fifty Shades of Trains. And again each time there is a reply and i see the title again.

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PostPosted: Tue Oct 31, 2017 11:39 pm 
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Why didn't we have AC bi-modes before? After all the Class 73s have been around for donkeys years. Makes sense...and I believe the 22xs could be easily converted.

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PostPosted: Tue Oct 31, 2017 11:48 pm 
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Kevo00 wrote:
Makes sense...and I believe the 22xs could be easily converted.
The 22Xs are quite decent trains (specially 222 space wise, imo, shame there isn't many of them). But would the conversion be value for money, or would it convert too many systems and end up very expensive for trains that are 12 and 17 years old? (If got my manufacture date for all 220-221-222s correct)

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