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I personally have no idea, but it wouldn't surprise me if it didn't now. It's no secret now that TfW want shot of the 769s asap, with speculation on FB groups that TfW are looking to deploy their new Stadler Flirt 231s onto Rhymney services asap to displace the 769s until the 756s enter into service.
I personally have no idea, but it wouldn't surprise me if it didn't now. It's no secret now that TfW want shot of the 769s asap, with speculation on FB groups that TfW are looking to deploy their new Stadler Flirt 231s onto Rhymney services asap to displace the 769s until the 756s enter into service.
Makes sense, they're basically the same as 756's right, just without batteries? I'd imagine training Rhymney Valley drivers on 231's now will save a bit of time when the 756's are delivered, i can't imagine the 756 training course taking too long if they're (drivers) already familiar with an almost identical unit.
And as someone who regularly travels to and from Caerphilly, anything to be shot of the 769's. I was hoping TFW would rush the intro of the 197's to bring more 150's down to South Wales to cover the Rhymney diagrams, so that there's less disruption once a 769 inevitably breaks down.
Is a class 175 out of service for repair? A few TfW services towards Chester have been cancelled over the last couple of days with one reason being that some trains are being repaired.
Oh nice, I shall look forward to seeing them with my own eyes in due course. Don't get me wrong, I like the 769s, but the unreliability of them is frustrating.
Still, I hope I will be able to get 769006 and 769421 underlined in my book before they go. 769426 I really don't care about, if it had been in active passenger service then that would have been different!
And as someone who regularly travels to and from Caerphilly, anything to be shot of the 769's. I was hoping TFW would rush the intro of the 197's to bring more 150's down to South Wales to cover the Rhymney diagrams, so that there's less disruption once a 769 inevitably breaks down.
In theory, I think the only 150s actually booked to be in the North these days are the two Bidston units, which will be replaced by 230s. 153s have taken over the rest of their booked work in the North. That said, they do still appear almost daily covering for other units, or as they are today, the 67 and MKIVs.
Is a class 175 out of service for repair? A few TfW services towards Chester have been cancelled over the last couple of days with one reason being that some trains are being repaired.
I see there is a working to & from Chester and Alsthom in Widnes tomorrow - this should be the final class 175 (175 112) heading in for refurbishment and 175 114 returning.
Any word on 158 836 completing its refurb, and if so, what’s replacing it at Crewe?
In theory, I think the only 150s actually booked to be in the North these days are the two Bidston units, which will be replaced by 230s. 153s have taken over the rest of their booked work in the North. That said, they do still appear almost daily covering for other units, or as they are today, the 67 and MKIVs.
I see there is a working to & from Chester and Alsthom in Widnes tomorrow - this should be the final class 175 (175 112) heading in for refurbishment and 175 114 returning.
Any word on 158 836 completing its refurb, and if so, what’s replacing it at Crewe?
I see there is a working to & from Chester and Alsthom in Widnes tomorrow - this should be the final class 175 (175 112) heading in for refurbishment and 175 114 returning.
Any word on 158 836 completing its refurb, and if so, what’s replacing it at Crewe?
Unless all the 175s leave TfW at the same time late next year, it seems they'll only be operating the full refurbished fleet in their own livery for around 5 months.
If there are no technical problems or delays in crew training for 197s, perhaps it's reasonable to assume that TfW are hoping for the May timetable as a start date for 197s on the Manchester-North Wales services.
Unless all the 175s leave TfW at the same time late next year, it seems they'll only be operating the full refurbished fleet in their own livery for around 5 months.
If there are no technical problems or delays in crew training for 197s, perhaps it's reasonable to assume that TfW are hoping for the May timetable as a start date for 197s on the Manchester-North Wales services.
The first route you will see the 197s in service will be the Chester to Liverpool Lime Street services, they are on mileage accumulation and testing along the N Wales coast.
Unless all the 175s leave TfW at the same time late next year, it seems they'll only be operating the full refurbished fleet in their own livery for around 5 months.
If there are no technical problems or delays in crew training for 197s, perhaps it's reasonable to assume that TfW are hoping for the May timetable as a start date for 197s on the Manchester-North Wales services.
Given that every single new class of train has experienced issues and delays, I wouldn’t be holding my breath about rapid deployment across the network.
Given that every single new class of train has experienced issues and delays, I wouldn’t be holding my breath about rapid deployment across the network.
Given that every single new class of train has experienced issues and delays, I wouldn’t be holding my breath about rapid deployment across the network.
Using the 195s as a comparison, it was just less than a year between testing starting and the first few going into passenger service; and these had numerous problems. Not saying this will definitely happen but I think it's fairly realistic to think that a good few will be in passenger service by next summer, as it will be a year by then since testing started.
Makes sense, they're basically the same as 756's right, just without batteries? I'd imagine training Rhymney Valley drivers on 231's now will save a bit of time when the 756's are delivered, i can't imagine the 756 training course taking too long if they're (drivers) already familiar with an almost identical unit.
A 231 is not just a 756 without batteries, there's no pantograph on a 231 either. I'm also expecting the 4-car 756s to have an extra set of doors on each side compared to 231s although the artist's impressions haven't been consistent on that so I may be wrong. According to Wikipedia, there is also a difference in top-speed (75mph for 756s vs 90mph on 231s) between the two types.
In theory, I think the only 150s actually booked to be in the North these days are the two Bidston units, which will be replaced by 230s. 153s have taken over the rest of their booked work in the North. That said, they do still appear almost daily covering for other units, or as they are today, the 67 and MKIVs.
I've noticed that in Wikipedia but I've not been able to find any official sources about it. The defacto top speed for the 756s will be 75mph anyway given the limitations of the Valleys network but it wouldn't surprise me if both 756 and 231s are actually specced for 100mph like the similar Anglia units.
It's part of the reason. The backlog of training isn't anywhere near as big as it once was, but each round trip involves several traincrew and it only takes one to be missing for the entire round trip to require a unit instead.
Sometimes there are also technical problems - it's still early days and not all of the bugs have been ironed out just yet, and there aren't any spare sets at present.
I've noticed that in Wikipedia but I've not been able to find any official sources about it. The defacto top speed for the 756s will be 75mph anyway given the limitations of the Valleys network but it wouldn't surprise me if both 756 and 231s are actually specced for 100mph like the similar Anglia units.
Not quite, the only spec that could easily be tweaked are the top speeds as it would seem to just be a software limiter that does this.
Power, tractive effort & acceleration are all limited by the kit onboard, the 755s and 756s already operate at the apparent limit when powered from OLE. The 231s are limited by the output of the engines but it would seem that if fitted with 25kV equipment should also be able to match the peak acceleration & T.E. of their sisters
currently on one the last unrefurbished 158s which is operating the Pembroke dock branch today numbers to follow makes me appreciate the tfw units a little more.
It's part of the reason. The backlog of training isn't anywhere near as big as it once was, but each round trip involves several traincrew and it only takes one to be missing for the entire round trip to require a unit instead.
Sometimes there are also technical problems - it's still early days and not all of the bugs have been ironed out just yet, and there aren't any spare sets at present.
currently on one the last unrefurbished 158s which is operating the Pembroke dock branch today numbers to follow makes me appreciate the tfw units a little more.
Not quite, the only spec that could easily be tweaked are the top speeds as it would seem to just be a software limiter that does this.
Power, tractive effort & acceleration are all limited by the kit onboard, the 755s and 756s already operate at the apparent limit when powered from OLE. The 231s are limited by the output of the engines but it would seem that if fitted with 25kV equipment should also be able to match the peak acceleration & T.E. of their sisters
And from what I understand over at Anglia, the performance of these units, even for the 231s on diesel, is going to be mind blowing compared to what they're replacing.
There's really no point in tweaking their top speeds unless TfW change the routes they're allocated to. 75mph is the maximum speed on the Valley lines, and even that's only for a relatively short distance. Most of the time the 756s will be at 60 or less - and given the short distances between stations there seems little reason to improve that (the acceleration of these units should provide better journey times by themselves).
The maximum speed for the 231 routes is 95 if they're allowed to run at HST speeds - otherwise 90. Again, the improved acceleration over the units they're replacing should provide a decent upgrade without needing any changes to top speed.
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Indeed it should. There are another 3 drivers finishing off their training this very week, and experience with dealing with the stock itself is growing every day.
The numbers of loco trained crew at both Crewe and Cardiff depots is due to be effectively doubled through next year to account for the Swansea - Manchester services so that should have a positive impact on the reliability of the Holyheads when there's a larger pool of both crew and stock available for both routes.
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