5Z40 OOC - Reading 345038 7 cars
5Z50 OOC - Reading 345056 7 cars
345038 in service this morning as a 7 car - 9T24 1047 London Paddington to Hayes & Harlington
345059 on the other half hour.
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5Z40 OOC - Reading 345038 7 cars
5Z50 OOC - Reading 345056 7 cars
Platform curvature, the gap at the centre of the vehicle is too large at a concave platform edge. I believe it only happens at certain platforms at Paddington with tight curves, and has happened ever since first introduction of the class.I'm very sorry if this question has come up already, but does anyone know the purpose of locking out the centre doors for some stations? It must confuse plenty of passengers.
Platform curvature, the gap at the centre of the vehicle is too large at a concave platform edge. I believe it only happens at certain platforms at Paddington with tight curves, and has happened ever since first introduction of the class.
It happens at all platforms at Paddington, the GPS / ASDO isn’t accurate enough to tell what platform it’s on so simply locks the centre set of doors out at the entire station.Platform curvature, the gap at the centre of the vehicle is too large at a concave platform edge. I believe it only happens at certain platforms at Paddington with tight curves, and has happened ever since first introduction of the class.
Yes, that seems obvious now you mention it.It happens at all platforms at Paddington, the GPS / ASDO isn’t accurate enough to tell what platform it’s on so simply locks the centre set of doors out at the entire station.
The centre doors do open in platform 11, at least on the carriage nearest the buffers. I haven't checked the rest of the train...It happens at all platforms at Paddington, the GPS / ASDO isn’t accurate enough to tell what platform it’s on so simply locks the centre set of doors out at the entire station.
The centre doors do open in platform 11, at least on the carriage nearest the buffers. I haven't checked the rest of the train...
345057 Out and about in service this morning on the 07:32 from Reading.
Is this a new in service unit or one that's previously operated over on the Shenfield Metro?
345055 is a further 7-car conversion in action tonight on 9T56 1847 London Paddington to Hayes & Harlington.
Is it easy to tell which are 9-car and which are incomplete ?.345's at Old Oak Depot today.
345020,021,024,025,028,032,035,037,041,
054,061,062,063,064,066,067.
Viewed from the canal footpath.
Is it easy to tell which are 9-car and which are incomplete ?.
Fire doors between car 4 and 5 (of 9 car) - this also marks the electric separation point between the 2 half units.Why do some of the inte-rcar gangways appear to have buttons? Are there hidden doors which can close and then be reopened by passengers?
(Sorry for the quality - it's a screencap from a video but the button is visible)
I've never seen them closed - intended for colder weather perhaps, or if a carriage has to be locked out of service due to someone vomiting on the floor or similar?
Path runs along the side at a slightly higher level. You would have to note the 7 car units from the London end and then count across at the stop blocks end.Is it easy to tell which are 9-car and which are incomplete ?.
Thanks for the info.Path runs along the side at a slightly higher level. You would have to note the 7 car units from the London end and then count across at the stop blocks end.
Steps to the walkways at the stop blocks, with the low units numbers does causes a sighting problem.
ThankyouNot from the canal footpath I would imagine (not that I have been) - you would need to look at the positions from the towpath and then view the position of the units from the mainline.
Tuesday 10th December the Hayes shuttles are 345 063 and 345 064, both seven car knockouts.
Tuesday 10th December the Hayes shuttles are 345 063 and 345 064, both seven car knockouts.
For information about MTIN see: https://www.railforums.co.uk/threads/how-is-mtin-calculated.87260/The FLU fleet has been slowly increasing its services on the Hayes & Harlington service, but the MTIN remains poor, reaching 760 in Period 6. However, the passengers are generally not affected due to the relatively minor nature of many of the faults and the speed of manual intervention. There is unlikely to be a significant improvement in performance until the Z1.00 software configuration is installed on the trains, currently forecast for the end of November 20198.
This date is past the decision point of 15 November 2019 set by MTR-C as to whether FLUs or RLUs should start the 5A service. We therefore currently expect RLUs to open the service in December 2019.
The MTIN for Period 7 was 427miles. As we stated in our last report, the figure is not expected to significantly improve until the Z0.100 software configuration is installed on the trains and approved for passenger service. The date for this has improved by circa one week since our Period 6 report. (footnote says: Now forecast for 22 November 2019.)
Testing of this configuration is currently taking place at Melton. This will assist in providing evidence for the decision point of 15 November 2019 when MTR-C and RfL assess whether FLUs or RLUs should start the 5A service. We remain of the opinion that the FLU option will be deemed as too high a risk on 15 November 2019, and that RLUs will be selected to start the service on 15 December 2019. However, the evidence being generated by the FLU should be the basis for developing a plan for their implementation at the earliest opportunity. This may be able to start from January/February 2020.
The principal risk to Stage 2B Opening is now the production and compilation of safety authorisation evidence. The forecast date for the software that enables driver training to start has slipped by 2 weeks in the period (period 6). The risk to the train’s software development programme has receded with the successful completion of the ‘39’ formal integration tests with the wayside ETCS.
The date for approval of the software that enables driver training to start has been held since our Period 6 report. Assuming this situation continues, we could expect FLUs to be incrementally introduced into service, possibly from December 2019. However, the time required for driver training completion means that the earliest that full service is likely to be achieved is the end of March 2020, although this could be extended to May 2020.
Note that P_D+nn is the forrmat of the version numbers used by Siemens for their Trainguard MT software.Early investigations have shown that the errors are contained within the Automatic Train Protection (ATP) component of P_D+10. Siemens has therefore agreed with CRL that P_D+10 will still be deployed as planned but using the corresponding tested ATP component from P_D+8. Clearance of the ATP test logs associated with P+D+8 has been prioritised by Siemens, and the reduced P_D+10 configuration (which has become known within the Crossrail Signalling fraternity variously as ‘P_D+10 Minus’, ‘Lite’ or ‘Hybrid’) was loaded onto the CIF on 27 September 2019; the configuration is planned to be made available to the Central Section on 6 October 2019,in line with the DCS.
Recent work by the Reliability team suggests that P_D+11, whilst containing the necessary functionality to allow Trial Running to start, does not address faults that have disrupted reliability runs so far. A side benefit of a delay to the current February start date for Trial Running is that PD+12 can be introduced which aims to address these faults. Such action could avoid a disruptive start to Trial Running, which seems likely if starting with P_D+11.