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They aren't that noisy in my experience (from the basically identical Greater Anglia units), no worse than any other DMU. Phone microphones seem to pick up engine noise as being a lot louder than it is - I remember the same of the 195s and 230s.
They could always send the broken 769s to Landore. That d make a bit of room at Canton. Then after a few months drag em over to Sims. Isn't that what happened to the 142s and 143s.
Not sure what will happen to the 769’s but we’ve got them for a bit longer? Yes a lot of the 142/3 went to Simms but more than expected went into perseveration, the last left in October.
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New times in for the TfW 231 test runs to Rhymney. Friday 7 January into Saturday 8 January. Running slightly earlier this time and shown to to be operated by TfW not GBRF.
3R00 21:55 Cardiff Central - 22:59 Rhymney
3R01 23:06 Rhymney - 00:06 Cardiff Central
3R02 00:20 Cardiff Central - 01:24 Rhymney
3R03 01:29 Rhymney - 02:30 Cardiff Central
3R04 02:35 Cardiff Central - 03:39 Rhymney
3R05 03:44 Rhymney - 04:45 Cardiff Central
They definitely will have European Vehicle Numbers - every mainline registered vehicle in GB is required to have one - but I don't believe they've been published yet.
The allocated EVNs are 95 70 0381 nnn-c where nnn is the last three digits of the vehicle number and c is the check digit calculated in the normal way.
36.—(1) This regulation applies to a vehicle for which there is an authorisation under these Regulations for it to be placed in service.
(2) If the Safety Authority issues an authorisation, the person who applied for the authorisation must apply to the registration entity for it to assign a European vehicle number before the vehicle is placed in service.
(3) The registration entity must assign a unique alphanumeric identification code (a “European vehicle number”) to each vehicle for which an application is made and maintain a register of vehicles (“National Vehicle Register”).
...
(5) Any person who places in service a vehicle must ensure it is marked with the European vehicle number assigned to it.
Last time I checked a map, the UK was still in Europe.
In any case, the numbers are only "stupid" if you don't understand them. It's actually a far better system than what we have in the UK, particularly if used properly, like in Switzerland (also not part of the EU).
According to the article in the latest issue of modern railways the class 756s should be running on battery power south of Cardiff Central with the diesel engine topping up the batteries if required.
One point I noted was that the class 756s won't be able to work the rhymney line till a good amount of the route is electrified
According to the article in the latest issue of modern railways the class 756s should be running on battery power south of Cardiff Central with the diesel engine topping up the batteries if required.
One point I noted was that the class 756s won't be able to work the rhymney line till a good amount of the route is electrified
EVN numbers will in about 99.9% of all cases have what we would consider the "normal" number contained in clear within them. It's just a matter of knowing which part of the EVN to look at.
So, what happens when the 756’s go from Cardiff Central to Bridgend via Barry, Rhoose and Llantwit Major - all non wired? Will that route have to be 755’s?
So, what happens when the 756’s go from Cardiff Central to Bridgend via Barry, Rhoose and Llantwit Major - all non wired? Will that route have to be 755’s?
The 755s are the Greater Anglia version. TfW will only have 756s. Hopefully the engineers have done their sums correctly and they'll leave the wires north of Queen Street with batteries fully charged and enough Diesel, even at the end of the day, to get to Bridgend and back.
There will a lot of charge/discharge cycles due to the intermittent electrification. I wonder if the batteries will wear out quite quickly.
If I was in charge I'd have 37418 on standby in the Vale just in case!
The 755s are the Greater Anglia version. TfW will only have 756s. Hopefully the engineers have done their sums correctly and they'll leave the wires north of Queen Street with batteries fully charged and enough Diesel, even at the end of the day, to get to Bridgend and back.
There will a lot of charge/discharge cycles due to the intermittent electrification. I wonder if the batteries will wear out quite quickly.
If I was in charge I'd have 37418 on standby in the Vale just in case!
Many thanks for response. It is regrettable that Network Rail don’t at least electrify from Queen Street to Cogan and Ninian Park as I don’t think any low bridges are involved.
EVN numbers will in about 99.9% of all cases have what we would consider the "normal" number contained in clear within them. It's just a matter of knowing which part of the EVN to look at.
Many thanks for response. It is regrettable that Network Rail don’t at least electrify from Queen Street to Cogan and Ninian Park as I don’t think any low bridges are involved.
Having an electric route into Canton would give a bit more flexibility for dealing with failures! But looks like a lot of complicated trackwork.
Will there be battery charging leads at Canton so they leave fully charged at the start?
Many thanks for response. It is regrettable that Network Rail don’t at least electrify from Queen Street to Cogan and Ninian Park as I don’t think any low bridges are involved.
Network Rail no longer own or have any control of Cardiff Queen Street.
QS will be remodelled, TfW have said it’s due to the “complex” track layout at QS which means it won’t be electrified….
Your correct that there aren’t any low bridges to interfere with OLE but the wires will stop North of QS North junction as the electrical interference may disrupt the university equipment close to the line.
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Having an electric route into Canton would give a bit more flexibility for dealing with failures! But looks like a lot of complicated trackwork.
Will there be battery charging leads at Canton so they leave fully charged at the start?
Wiring into Canton (TFW) would involved extremely complex OLE coming off Central station, at the moment it all terminates and routes across to the far side of the formation. You’d need to wire 6/7/8 from anchor points / run offs towards Queen Street up the viaduct, and across the valleys side or Cardiff West Junction, along the Barry and City lines towards Grangetown and Ninian Park to allow for run offs, not to mention Canton itself.
A slightly easier in terms of additional wire would be into Canton (pullmans) since brought by TfW.
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The 755s are the Greater Anglia version. TfW will only have 756s. Hopefully the engineers have done their sums correctly and they'll leave the wires north of Queen Street with batteries fully charged and enough Diesel, even at the end of the day, to get to Bridgend and back.
There will a lot of charge/discharge cycles due to the intermittent electrification. I wonder if the batteries will wear out quite quickly.
If I was in charge I'd have 37418 on standby in the Vale just in case!
When 418 or it’s sisters rescue 769s it’s at 5mph to clear the line, using the tight lock adaptor attached to the draw hock.
The 231s and the other new units have another type of coupler so whether they’d be able to clear the failed unit is another thing unless a portable crew fitted (not fitted fitted) adaptor is provided.
But a Vale of Glamorgan thunderbird is a good idea.
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Real-time train running information for 9R01 2300 departure from Cardiff Central to Rhymney on 14/01/2022. From Realtime Trains, an independent source of train running info for Great Britain.
EVN numbers will in about 99.9% of all cases have what we would consider the "normal" number contained in clear within them. It's just a matter of knowing which part of the EVN to look at.
Aren't the numbers in two different sizes? ISTR that the 'normal' number is in the regular size while the 'extra' EVN digits are in a much smaller size.
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