1V58 (10:07 Edinburgh to Penzance) - 30/12/2024

[David Stewart]

It looks like 1V58 ( (10:07 Edinburgh to Penzance) failed between Belford and Chathill today on the East Coast Mainline (ECML).
According to RTT (realtimetrains.co.uk) it was formed off 220003 and 220010.
It would appear that they've split the train and one unit gone back to Belford
then run wrong line (SIMBIDS - Simplified Bi-Directional Signalling) towards Chathill and stopped opposite the failed unit
and I assume a train to train transfer is taking place.
Can anyone comfirm that this is what happened?
Because there is SIMBIDS then other trains were able to get round the failed train before the above manoeuvre.
This is in sharp contract to the West Coast Mainline (WCML) where 4S43 [0522 Daventry to Coatbridge (train run forTesco)]
has failed on the climb to Beattock Summit and nothing is getting past at the moment (no Bi-Directional Signalling) but I see that 1Z99 (rescue loco) is on its way.

 

[consettman]

Currently stuck southbound at Belford (1hr) waiting for a northbound flight to pass through before we go wrong-line. I can see 1Z99 (is that a rescue loco?) waiting to cross over to the failed unit.

 

[Mcr Warrior]

Presume 1V58 is/was the 1007 XC Voyager service from Edinburgh to Penzance. Believe it had a brakes problem. What will have happened to any passengers onboard?

 

[43055]

Presume 1V58 is/was the 1007 XC Voyager service from Edinburgh to Penzance. Believe it had a brakes problem. What will have happened to any passengers onboard?

Sound like from the first post they were all transferred to the good unit and then presumably then taken to Newcastle or another station to take onward services.

 

[GuyGibsonVC]

It was 2 x 220 units and one of the them had a fault.

Units split and passengers loaded onto one of the units. However, due to vulnerable passengers, the good unit had to go alongside for a train to train evacuation.

Thunderbird has now rescued failed unit and off to Tyne Yard.

It was 2 x 220 units and one of the them had a fault.

Units split and passengers loaded onto one of the units. However, due to vulnerable passengers, the good unit had to go alongside for a train to train evacuation.

Thunderbird has now rescued failed unit and off to Tyne Yard.

I think it was the good unit that went back to collect the failed one after dropping off the passengers.

 

[Amlag]

This was fortunately a very rare occurrence of a Voyager set failing in service ( ?brake probs.) in a remote location and lucky that there was a second set attached.

 

[NEDdrv]

It was 2 x 220 units and one of the them had a fault.

Units split and passengers loaded onto one of the units. However, due to vulnerable passengers, the good unit had to go alongside for a train to train evacuation.

Thunderbird has now rescued failed unit and off to Tyne Yard.


I think it was the good unit that went back to collect the failed one after dropping off the passengers.

Yes 010 went back

 

[dan4291]

Anyone know what rescued it? Was it another Voyager or one of the ECML Thunderbird locos?

 

[Mcr Warrior]

Anyone know what rescued it?

Also, what time the passengers caught up in all this might have got as far as Newcastle?

 

[transportphoto]

Anyone know what rescued it? Was it another Voyager or one of the ECML Thunderbird locos?

From my understanding:

• Good unit detached.
• Brought alongside for train to train evacuation.
• Good unit took passengers away.
• Good unit then formed 1Z99 to rescue failed unit.

 

[NEDdrv]

Also, what time the passengers caught up in all this might have got as far as Newcastle?

Train terminated about 15.30 at Newcastle

From my understanding:

• Good unit detached.
• Brought alongside for train to train evacuation.
• Good unit took passengers away.
• Good unit then formed 1Z99 to rescue failed unit.

Rescued set then went forward as 5Z99, 60mph max as under rescue and recovery but set 10 was running on 3 engines so could only go to Tyne yard

 

[91130nut]

I can confirm that 5Z99 arrived in Newcastle at around 7pm, formed of 220010 leading 220003. Only train crew on board at this point. Passenger ramps were unloaded from the rear vehicle of 003 at NCL. Formation then headed south about 15 mins later, presumably to Tyne Yard as already stated. I know cos I was at NCL waiting for the delayed test train featuring 37402 top and 37607 tail.

 

[Mcr Warrior]

Also, what time the passengers caught up in all this might have got as far as Newcastle?

Train terminated about 15.30 at Newcastle

So, ballpark four hours delayed? Should be eligible for 100% 'Delay Repay', but as it's XC, you never quite know!

 

[RyanOPlasty]

If the good unit was able to recover the failed unit, why was it necessary to transfer the passengers? Could the failed unit not have been towed to a location where it was easier for the passengers to disembark safely?

 

[91130nut]

Probably too many other trains in the area to allow the rear good unit to tow back to Berwick. Probably also regulations preventing two separate units, both containing passengers, from coupling together on the main line.

 

[QueensCurve]

This is in sharp contract to the WCML where 4S43 has failed on the climb to Beattock Summit and
nothing is getting past at the moment (no Bi-Directional Signalling) but I see that 1Z99 is on its way.

Even if only provided on Beattock bank, bidirectional signalling could prevent lots of havoc on the WCML.

From my understanding:

• Good unit detached.
• Brought alongside for train to train evacuation.
• Good unit took passengers away.
• Good unit then formed 1Z99 to rescue failed unit.

if it was possible for one unit, to rescue the other why did their combined formation fail in the first place?

 

[dodecahedron67]

The rescue could’ve required EBS or TIS (for example) to be raised and XC may prefer to not have pax on board when a key safety system is isolated

 

[QueensCurve]

The rescue could’ve required EBS or TIS

What are they?

 

[dodecahedron67]

What are they?

Emergency Bypass Switch (overrides pass comms, emergency brake plungers etc)
Traction Interlock Switch (overrides the need for door interlock to move the train)

 

[merry]

Emergency Bypass Switch (overrides pass comms, emergency brake plungers etc)
Traction Interlock Switch (overrides the need for door interlock to move the train)

Or indeed, with a brake fault, isolation and release of some or all brakes on the failed unit. Almost certainly, the unit cannot be used in passenger service with brakes degraded, especially on the front portion.
Also, having the assisting unit in front of such a fault will be preferred when doing recovery, as the fully braked portion is then at the front.

 

[Deepgreen]

Currently stuck southbound at Belford (1hr) waiting for a northbound flight to pass through before we go wrong-line. I can see 1Z99 (is that a rescue loco?) waiting to cross over to the failed unit.

1Z99 is the standard code for a rescue loco.

 

[transportphoto]

The rescue could’ve required EBS or TIS (for example) to be raised and XC may prefer to not have pax on board when a key safety system is isolated

EBS being raised would typically require passengers to be in the front unit only and to terminate at the earliest opportunity. The prevailing situation obviously led to the side by side evacuation.

I’ll start this with a disclaimer that I do not know this traction and can only speak to the best of my knowledge.

The EBS shorts what is known as Train Wire Four. Once the EBS is raised, the only brake handle that works in the whole train becomes the handle on the drivers desk. Passenger communication apparatus, egress handles, etc, being operated would no longer result in brakes being applied.

The benefit of raising the EBS in a rescue situation is that whatever is forcing a brake application will likely be bypassed allowing brake release (and for the train to move).

 

[NEDdrv]

Or indeed, with a brake fault, isolation and release of some or all brakes on the failed unit. Almost certainly, the unit cannot be used in passenger service with brakes degraded, especially on the front portion.
Also, having the assisting unit in front of such a fault will be preferred when doing recovery, as the fully braked portion is then at the front.

Both portions were fully braked but had to be done under rescue and recovery, which means converting rescue set to use standard two pipe air brakes rather than the normal electric brake. This results in a max speed of 60mph and a much slower brake application throughout the train.

 

[QueensCurve]

Emergency Bypass Switch (overrides pass comms, emergency brake plungers etc)
Traction Interlock Switch (overrides the need for door interlock to move the train)

Thank you.

 

[class 9]

Deleted.

EBS being raised would typically require passengers to be in the front unit only and to terminate at the earliest opportunity. The prevailing situation obviously led to the side by side evacuation.

I’ll start this with a disclaimer that I do not know this traction and can only speak to the best of my knowledge.

The EBS shorts what is known as Train Wire Four. Once the EBS is raised, the only brake handle that works in the whole train becomes the handle on the drivers desk. Passenger communication apparatus, egress handles, etc, being operated would no longer result in brakes being applied.

The benefit of raising the EBS in a rescue situation is that whatever is forcing a brake application will likely be bypassed allowing brake release (and for the train to move).

Voyagers don't have EBS/TIS that's on 14x/15x units that have the Westcode 3 step brake.
They have similar but more specific isolation switches, door interlock, passcom and train continuity switches.