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Real-time train running information for 1S25 2115 departure from London Euston to Inverness and Fort William on 27/01/2025. From Realtime Trains, an independent source of train running info for Great Britain.
RTT doesn't show locos top and tailed (that I've seen), it will always show them double headed for some reason. Whats on the front? 2 x 92s or just 1?
If there is one dead in tow then it will likely to be for getting back to Polmadie for repairs if it is knackered, or as you say it could be a positioning move if they're short in Scotland.
It is quite rare to have 2 locos on the portions to/from Euston. They don't like doing it, causes issues with shunt moves in Edinburgh as one loco is dead and needs to be started up wasting valuable time
At times it really is a shambles, very poor resilience for loco failures because they've not got enough 92s or 73s to allow for failures, severe shortage of coaches, lack of flexibility when using all available vehicles in an already depleted fleet to run a service.
There is only one split in Edinburgh just now since the Aberdeen and Ft William portions are running on alternative days so that saves time.
It will have missed stations where nobody is booked to alight (risky incase someone changes their mind), and it also misses Dunkeld completely while they raise the platform. It has to stop at Kingussie, Aviemore and Carrbridge though.
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There is padding, its given a very generous 68 minutes to get from Crewe to Preston.
As you can see from RTT its left Kingussie 7 early, Aviemore 2 early and Carrbridge 4 early. They are pick up stations, obviously nobody booked on. Bit naughty considering someone could turn up at the last minute. Imagine if a ScotRail service buggered off 7 early on a line with a limited service. That would make the papers.
There is only one split in Edinburgh just now since the Aberdeen and Ft William portions are running on alternative days so that saves time.
It will have missed stations where nobody is booked to alight (risky incase someone changes their mind), and it also misses Dunkeld completely while they raise the platform. It has to stop at Kingussie, Aviemore and Carrbridge though.
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There is padding, its given a very generous 68 minutes to get from Crewe to Preston.
As you can see from RTT its left Kingussie 7 early, Aviemore 2 early and Carrbridge 4 early. They are pick up stations, obviously nobody booked on. Bit naughty considering someone could turn up at the last minute. Imagine if a ScotRail service buggered off 7 early on a line with a limited service. That would make the papers.
That’s true as a general point, but not all defects are equal. There’s a reasonably long list of issues which would prohibit the train continuing in passenger service.
Three examples from personal experience and, in all three cases, we remained inside the train:
1) Stirling station, summer 1990. 47541 arrived, with flanes sprouting out of its roof vents, with my intended service to Inverness. We boarded.
The train was held until fire extinguished and 47293 arrived to assist the now-failed 541 all the way to Inverness.
2) class 315 on Seven Sisters loop, 1996: shortly after we left Edmonton, the train braked and there was a loud scraping from the pantograph above my carriage. Then a lot of arcing, lights dimmed and the panto hung down beside my carriage window.
The train halted sharply and we were held there until the unit could be dragged back to Edmonton.
3) 31432 hauling a S&C service, 1984. The Ped Goyle expired near Dent.
We remained on-train until Skipton or Holbeck sent us a 25/1 to get us the rest of the way to Leeds
I was in Inverness today and the class 73 seemed to be running flat out. Does the class 73 have to run all day for hotel power? Surely it would much more environmentally friendly to have a ‘shore’ connection.
I was in Inverness today and the class 73 seemed to be running flat out. Does the class 73 have to run all day for hotel power? Surely it would much more environmentally friendly to have a ‘shore’ connection.
The 73 and 66 are left running all day, 73 is using more fuel as its got its ETS supply on to power the coaches as they can't be shut down during any shunt moves as they need to isolate the brakes in order to move them. I'm not entirely sure the sleeper can get in the old motorail road at Inverness with the shore supply as ScotRail use it to stable HSTs.
The 73 and 66 are left running all day, 73 is using more fuel as its got its ETS supply on to power the coaches as they can't be shut down during any shunt moves as they need to isolate the brakes in order to move them. I'm not entirely sure the sleeper can get in the old motorail road at Inverness with the shore supply as ScotRail use it to stable HSTs.
Majority of the time the sleeper is connected to the shore supply on platform 2 and as such the 66//73 are shut down. The sleeper uses the motorail siding on a Saturday unless it needs plugged in then it will go to Aberdeen to be plugged in
Majority of the time the sleeper is connected to the shore supply on platform 2 and as such the 66//73 are shut down. The sleeper uses the motorail siding on a Saturday unless it needs plugged in then it will go to Aberdeen to be plugged in
The 73 and 66 are left running all day, 73 is using more fuel as its got its ETS supply on to power the coaches as they can't be shut down during any shunt moves as they need to isolate the brakes in order to move them.
Yes, I believe this is the case unless the sets are in the shed for maintenance as the ETS needs to be off before you can access certain components. Thats a pretty standard safety feature with most new rolling stock really.
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It probably will assuming out doesn't encounter more issues up the line. Still, it goes down in the record books as leaving late though. Fines accrued etc.
The stock only has limited battery power to survive on before they shut down, I think its 90 minutes but could be wrong. Once they 'die', they have to be connected to an ETS source to get them going again. I believe that is what happened on the main line a few years back, batteries ran out after the ETS failed and possibly went unnoticed resulting in major wheel flats when the brakes slammed on and basically a whole rake of 16 was taken out of service for repairs.
The stock only has limited battery power to survive on before they shut down, I think its 90 minutes but could be wrong. Once they 'die', they have to be connected to an ETS source to get them going again. I believe that is what happened on the main line a few years back, batteries ran out after the ETS failed and possibly went unnoticed resulting in major wheel flats when the brakes slammed on and basically a whole rake of 16 was taken out of service for repairs.
I must be getting on a bit (rhetorical!!) as lack of ETS doesn't warrant, in my mind, a brake application initiated by the coaches themselves. I'm trying to recall the RAIB report into the Edinburgh incident, didn't that mention that the brake pipe valve/coupling was separate from the 61(?) way ETS connection?
It probably will assuming out doesn't encounter more issues up the line. Still, it goes down in the record books as leaving late though. Fines accrued etc.
Yes, I believe this is the case unless the sets are in the shed for maintenance as the ETS needs to be off before you can access certain components. Thats a pretty standard safety feature with most new rolling stock really.
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I must be getting on a bit (rhetorical!!) as lack of ETS doesn't warrant, in my mind, a brake application initiated by the coaches themselves. I'm trying to recall the RAIB report into the Edinburgh incident, didn't that mention that the brake pipe valve/coupling was separate from the 61(?) way ETS connection?
My understanding is that if the ETS supply fails during a journey and the batteries then run out (time out) then the brakes slam on when the coaches shut down causing severe wheel flats if the train is travelling at speed at the time.
IIRC the Edinburgh incident was nothing to do with ETS but more to do with shunting procedures at Carstairs and something to do with the brake cock handles being out of position.
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My understanding is that if the ETS supply fails during a journey and the batteries then run out (time out) then the brakes slam on when the coaches shut down causing severe wheel flats if the train is travelling at speed at the time.
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