Thumper1127
Member
- Joined
- 19 Jan 2019
- Messages
- 167
08:30 WAT - PMH is running using the stock off the 0651 from Southampton Parkway - Waterloo.
Is this still a 442 working?08:30 WAT - PMH is running using the stock off the 0651 from Southampton Parkway - Waterloo.
Which is 442?
Should be, the 0651 went up as a class 9, suggesting it is 442 as booked. the 08:30 ex WAT is coming down as 9P19.
Door problems apparently. Service now cancelled at Havant...
I really hope that this service wasn't full of media and 'dignitaries'.
There never used to be any room on it. I believe it’s the only service on the SWR network with staff leisure restrictions.
I really hope that this service wasn't full of media and 'dignitaries'.
Nope, the PIGs very much had a soft launch afterall they’ve been running for a couple of months already.
RTT doesn’t provide the answer as far as I can see, but where did 9B16 go after terminating at Havant?
Guessing an ECS to Clapham Yard maybe, so that it can come out to form the evening peak down service to Poole as booked?
Cheers. So it is at least back to where it should be on the planned diagram. (Interesting that it went via Eastleigh, perhaps easier to find a spare path that way?)It went back to Fratton, and now is just arriving into Clapham Yard now on this ECS http://www.realtimetrains.co.uk/train/O32835/2019/08/19/advanced
Another observation on today's running the 442s don't seem to be able to keep to the current timings losing about a minute per stop according to RTT. Looks like extended dwell times compared to desiros but any ideas of this a lack of crew familiarity, unit issues today or a tsr and also whether the traction upgrades might help with this eventually?
I doubt that it would be possible to increase the maximum output power given that an REP (3200hp) was the maximum load for a single train on the power limited 3rd rail low voltage lines.As much as I'd like to see the 442's back with SWT, they wouldn't be able to be used on the Weymouth line as 24 units isn't enough to cover the diagrams complete.
If they came back, they'd have to be massively upgraded below the floor. New traction motors and also associated traction equipment - I believe quite a bit was recycled from the REP's.
Even if this was feasible - and the cost would be quite high - are there traction motors out there with the equivalent power (if not a bit more to give better acceleration) to replace the ex-REP traction motors? ...
Well, with the one I was on earlier the guard was taking about 10-15 seconds to release the doors and there was a level crossing issue at Milford which cost about 2-3 minutes.Another observation on today's running the 442s don't seem to be able to keep to the current timings losing about a minute per stop according to RTT. Looks like extended dwell times compared to desiros but any ideas of this a lack of crew familiarity, unit issues today or a tsr and also whether the traction upgrades might help with this eventually?
Well, with the one I was on earlier the guard was taking about 10-15 seconds to release the doors and there was a level crossing issue at Milford which cost about 2-3 minutes.
Yet on my return trip the guard was releasing the doors within 2-3 seconds.Not really the guards fault, as the local door takes forever to release, both the cab end doors and the plug door in coach 3 are slow to open. The guard then needs to ensure the train is accommodated correctly.
Yet on my return trip the guard was releasing the doors within 2-3 seconds.
Yet on my return trip the guard was releasing the doors within 2-3 seconds.
I'm not with you. What would they be digging deeper on? As you state, they have a policy of quick release if the guard is certain, and in my experience that applies to about 50%.If management realised that a full door release was being put up after 3 seconds of the train coming to a stop, they’d certainly dig deeper. SWR retain SWTs policy of release if certain, but that doesn’t cover guards in the event of stop short door releases.
As said there’s varying degrees of confidence, in the same way some drivers can drive them very well, and some are still learning the knack of them.
Yes, I quite agree. That's more than likely the reason.Depends on the guard, I've signed the units since December last year and did a number of test runs on them before entering passenger service, so I'm quite familiar with the traction and as a result I'm confident in what I'm doing. On the other you may get a guard who only signed them last week and today is his first day on the train in anger. Can make all the difference.
I was not aware of this being an issue on GTR... Is this something that has changed since returning to SWR/what is the reasoning behind this?One issue which may well raise its head is passenger familiarity with the fact the the leading passenger doors are not available for use to board or alight when the leading driving cab is in use.
If people are prepaed to leave the train before it arrives a a station then they should realise in time, but the last minute people may panic and not reach the available door before it's locked....cue passcom being operated....