Well what other Hitachi test trains run on the GWML....
Updated the original post to be more accurate
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GWR Class 800
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Well what other Hitachi test trains run on the GWML....
Updated the original post to be more accurate
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Well what other Hitachi test trains run on the GWML....
The Class 802s on their commissioning & mileage accumulation runs.
Thatcham Xing
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Reports elsewhere (unconfirmed) that pan was raised at 105mph in an area where pan raising and lowering not permitted?
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reddragon
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NR on twitter have stated that damage was caused by the train, not vandalism or OLE failure so that seems about right
So not the trains fault either. Human error. However it is all speculation at the moment.
spark001uk
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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.
43096
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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.
The original cause given last night while dealing with all this was that neither the unit or the infrastructure were at fault
There has been some suggestion today, after the fact, that there may have been a unit fault - and to be clear the two aren’t mutually exclusive.
Bornin1980s
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I've never liked the idea of switching on the move. Why can't it all be done at the station?
swt_passenger
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Because some trains don’t stop.
superkev
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I can't quite get my head round why there are areas with overhead where pan raising is not permitted.
K
K
59CosG95
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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.
If the train is stationary or running at low speed (I forget how low), they can, as @Saj8 says, be raised/lowered anywhere.
DidcotDickie
Member
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.
59CosG95
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Ahhh, I hadn't realised that. Thanks for the clarification!
irish_rail
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20mph max speed to raise pan outside designated areas
Wilts Wanderer
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To add to the list - there will also be somewhere to the west of Steventon (is it Butterfly Lane area?) where IETs will lower/raise the pan to allow passage under Steventon Road Bridge without being subject to the 60mph PSR until the difficulties associated with the bridge / nearby level crossing are sorted out. Presumably on the eastern side of the structure the Moreton Cutting location will be used?
LNW-GW Joint
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Presumably the ECML's 80x will need to do less switching on the move at speed than GWR's, maybe none at all?
Most of the bi-mode workings will have a convenient station to stop at (eg Newark, Doncaster, Stirling).
TPE's 802s will no doubt switch while stopped at Manchester Victoria and again at York.
Hambleton Jn might be an interesting switching location for LNER 80x routed into Leeds that way.
Even the GWR switching on the move will decline significantly when the wires reach Bristol TM/Cardiff/Oxford.
Most of the bi-mode workings will have a convenient station to stop at (eg Newark, Doncaster, Stirling).
TPE's 802s will no doubt switch while stopped at Manchester Victoria and again at York.
Hambleton Jn might be an interesting switching location for LNER 80x routed into Leeds that way.
Even the GWR switching on the move will decline significantly when the wires reach Bristol TM/Cardiff/Oxford.
This incident should be all you need - BR cheap Headspans and pan raising at high speeds and multiple pans don't mix.
More news on the Hanwell dewirement over on the specified thread,
see post #158 here: Disruption between London Paddington and Slough 16/17th Oct 2018
see post #158 here: Disruption between London Paddington and Slough 16/17th Oct 2018
fflint
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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.
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.
swt_passenger
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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:
https://www.railforums.co.uk/threads/lner-azuma-class-800-801.170436/#post-3669206
What currently stops a driver doing this as a train goes through a station? Is there any interlock system?
I wouldn’t particularly care for being whipped by overhead wires tbh.
Sean Emmett
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Q1. 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.
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irish_rail
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Q1 - to changer over at maidenhead would require reducing speed to below 20mph
Q2 - yes there is a specified area however changing onto diesel it doesn't really matter if drivers stick to it or not.
Q3 - when the power changeover point officially moves to cockle bury Lane or wherever , it will be possible to change over to electric at 125mph yes.
Chris125
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I gather these areas don't have different wire tensions, they are simply monitored for extra wear?
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.
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