No That tweet says it was an Hitachi test.
Well what other Hitachi test trains run on the GWML....
Updated the original post to be more accurate
No That tweet says it was an Hitachi test.
Well what other Hitachi test trains run on the GWML....
NR on twitter have stated that damage was caused by the train, not vandalism or OLE failure so that seems about rightReports elsewhere (unconfirmed) that pan was raised at 105mph in an area where pan raising and lowering not permitted?
NR on twitter have stated that damage was caused by the train, not vandalism or OLE failure so that seems about right
As the unit involved was not yet accepted, then it is nothing to do with GWR. If it’s not NR, then it must be Hitachi and/or its contractors.At this time it is looking like the problem was not due to a GWR or NR error, I'm not at liberty to give any more details unfortunately.
As the unit involved was not yet accepted, then it is nothing to do with GWR. If it’s not NR, then it must be Hitachi and/or its contractors.
I've never liked the idea of switching on the move. Why can't it all be done at the station?Reports elsewhere (unconfirmed) that pan was raised at 105mph in an area where pan raising and lowering not permitted?
Because some trains don’t stop.I've never liked the idea of switching on the move. Why can't it all be done at the station?
Specific tensions. IETs currently only raise/lower their pans at high speed in the Moreton Cutting area, where the OLE is specifically tensioned to allow this to take place. It formerly took place at Maidenhead (when that was the Limit of Wiring), and will probably take place west of Newbury, just east of Chippenham, and at Bristol Parkway once the wires there are authorised for passenger service.I can't quite get my head round why there are areas with overhead where pan raising is not permitted.
K
Specific tensions. IETs currently only raise/lower their pans at high speed in the Moreton Cutting area, where the OLE is specifically tensioned to allow this to take place.
Ahhh, I hadn't realised that. Thanks for the clarification!Apparently not (reported elsewhere by a GWR insider). The Series 1 OLE is set to a standard tension throughout and the only reason there are specified locations where pans can be raised at speed is so that NR can monitor the contact wire for wear and/or damage easily/more frequently. Also you wouldn't want to be raising the pan at 100+mph on sections of wire overlap or at junctions/crossings. Hence the area east of Moreton Cutting for switching from diesel to electric on the up lines for IETs not stopping at Didcot.
This incident should be all you need - BR cheap Headspans and pan raising at high speeds and multiple pans don't mix.I can't quite get my head round why there are areas with overhead where pan raising is not permitted.
K
Story is already well covered in the LNER Azuma thread, you need to go back about 10 days or few pages though, where the Rail magazine version of the same story is quoted:Moving on from the dewirement.
Railway Herald reports in today's edition that the ORR ( Office of Rail and Roads)
has suspended authorising further class 800s due to safety concerns. It goes on to say it is due to issues with the inter vehicle electrical connections that could be used to access the roof.
The problem had been brought to the attention of Hitachi before introduction but goes on to say that further work is required before authorising of more units.
They also report that Hitachi have taken on 4 roads st Tyne Yard to store sets.
Will this be another spanner in the works?
Please excuse if I haven't put this on the correct thread.
What currently stops a driver doing this as a train goes through a station? Is there any interlock system?Reports elsewhere (unconfirmed) that pan was raised at 105mph in an area where pan raising and lowering not permitted?
Specific tensions. IETs currently only raise/lower their pans at high speed in the Moreton Cutting area, where the OLE is specifically tensioned to allow this to take place. It formerly took place at Maidenhead (when that was the Limit of Wiring), and will probably take place west of Newbury, just east of Chippenham, and at Bristol Parkway once the wires there are authorised for passenger service..
Q1 - to changer over at maidenhead would require reducing speed to below 20mphQ1. Is it no longer possible to change over from diesel to AC (and vv) at Maidenhead?
Q2. Are the specially tensioned sections authorised for both mode changes (i.e. AC to diesel and diesel to AC), or only one (down line from AC to diesel and up line from diesel to AC)?
Q3. Presumably the changeover at Cocklebury Lane (3/4 mile East of Chippenham) will be on the move? It would be at around 50-60 mph for stopping services, but will it be the full 125 for passing services (South Wales diverts etc)?
FWIW Thursday's 19.12 PAD BRI with 800s 034/020 ran on diesel throughout in the aftermath of the Hanwell incident i.e. no pan up at Maidenhead, nor when stopped for signals at Ruscombe while the 19.00 IET was stopped at Twyford with 19.03 HST stuck behind it.
Q2. Are the specially tensioned sections authorised for both mode changes (i.e. AC to diesel and diesel to AC), or only one (down line from AC to diesel and up line from diesel to AC)?
Been on the things 3 times & had my ticket checked twice. Last time was between Slough & Paddington with The Train Manager still checking as we rolled in. He caught two scammers in my coach as well as giving my Senior card a good checking out. Most impressed.A brief look at my spreadsheet here in Dorset, with regard to ticket checks on an IET on GWR would see them as minimal - you get the odd member of staff wander through, but would appear to be going from one end to the other rather than engaging with customers. 800s and 800/3s. The trolley - often double-staffed, drifts through from time to time. The double-staffing does not prevent collision with seats at times. I may be, and am, ex-staff and need to show them something - it just seems that nobody, in general, really cares. Why? Before anybody chips in, it would be fair to say that most major GWR stations are gated - yes, but - I could have joined a train at Mortimer, changed at Reading and Temple Meads and hopped off at Nailsea.