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GWR operating short 'HSTGTi' sets (see diagrams section for workings)

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I can't see that the weekend diagrams have been posted yet so here goes:-

Saturdays:-

2Y02 0647 BRI to WSM
2U06 0737 WSM to CDF
2C71 1000 CDF to TAU
2U16 1207 TAU to CDF
2C81 1500 CDF to TAU
2U16 1706 TAU to CDF
2C91 2000 CDF to BRI


2C42 0524 BRI to PNZ
2P86 1036 PNZ to PLY
2C46 1245 PLY to PNZ
2P92 1452 PNZ to PLY
2C50 1752 PLY to PNZ


5C40 04+30 LA to PAR
2C40 0610 PAR to PNZ
2P83 0739 PNZ to PLY
2C44 0950 PLY to PNZ
2P90 1256 PNZ to PLY
2A99 1532 PLY to NTA
2P81 1623 NTA to PLY
2E47 1740 PLY to EXD
5M47 19+02 EXD to SPM



Sundays:-


1C04 0726 BRI to PNZ
2E68 1337 PNZ to EXD
5C51 18+24 EXD to PLY
2C51 1942 PLY to PNZ

2E66 1205 PNZ to EXD
2C49 1605 EXD to PNZ
2P96 2013 PNZ to PLY

2C43 0859 PLY to PNZ
2C56 1437 PNZ to BRI
Which ones are slam door / sliding door?
 
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DJ737

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Hi there
Currently on 2C56, only going as far as Exeter due to a shortage of train crew. (This working is slam door stock)

Cheers
DJ737
Melbourne, Australia
 

59CosG95

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Of interest to the programme - 43097 "Environment Agency" and 43122 have now left Doncaster Works; they were planned to reach Laira on the 19th (when they left) but after a points failure at Abbotswood Jct, their light return (0V84) was curtailed at St. Phillip's Marsh.
Both are now green (with vinyled GWR logos), and presumably modified for GTi operations - only 43155 "The Red Arrows" & 43158 remain to be modified out of the powercars now.
 

irish_rail

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Hi there
Currently on 2C56, only going as far as Exeter due to a shortage of train crew. (This working is slam door stock)

Cheers
DJ737
Melbourne, Australia
Unfortunately with the descion not to allow Plymouth or Exeter HSS drivers to drive the short sets I can see this becoming a frequent occurrence.
 

RPI

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Unfortunately with the descion not to allow Plymouth or Exeter HSS drivers to drive the short sets I can see this becoming a frequent occurrence.
Not strictly true, I know of one Plymouth driver that signs them lol
 

nat67

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Of interest to the programme - 43097 "Environment Agency" and 43122 have now left Doncaster Works; they were planned to reach Laira on the 19th (when they left) but after a points failure at Abbotswood Jct, their light return (0V84) was curtailed at St. Phillip's Marsh.
Both are now green (with vinyled GWR logos), and presumably modified for GTi operations - only 43155 "The Red Arrows" & 43158 remain to be modified out of the powercars now.
That's correct 155/158 are now left.
 

Bringback309s

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So to come up to date - how many "GTIs" are now in service (fully refurbed, sliding door sets) and how many "GTs" (Classic sets)? How many main line services between Plymouth and Penzance are now not short set or 158 operated - are there still plenty of 150's around? Will much change come the May timetable change?
 

1e10

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Forgive me if this is already covered.

I’ve travelled on these short HST sets twice now and I’m wondering if they have any sort of unit number?
 

Melancholia

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Might just be me being old fashioned, but I will never class them as DMUs, which is what seems to be slowly happening by using different TOPS numbers for them. They are a pair of Class 43 locos, with 4 Mk3 coaches inbetween them. I will always class them as loco hauled.
 

CC 72100

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They've not got unit numbers. In terms of how they are dealt with on systems, they are exactly the same as full sized HSTs. Just the sets of coaches are numbered GW01 for example (instead of say OC45), and they appear on crew diagrams as 255 or 257. Even full sized HSTs appeared on crew diagrams as 253.

Nothing has really changed.
 

Melancholia

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They've not got unit numbers. In terms of how they are dealt with on systems, they are exactly the same as full sized HSTs. Just the sets of coaches are numbered GW01 for example (instead of say OC45), and they appear on crew diagrams as 255 or 257. Even full sized HSTs appeared on crew diagrams as 253.

Nothing has really changed.

I see, thanks for clearing that up. Completely forgot crew diagrams showed HST runs as 253.
 

InTheEastMids

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I took one of these from Bristol in the week, it was an all-shacks Cardiff-Taunton service including calls at Bedminster and Parson Street. Will these trains remain reliable, doing stop-start work of this kind?
It's not really what they were designed for.

On the plus side, they were a big step up from the usual DMUs.
 

nat67

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I took one of these from Bristol in the week, it was an all-shacks Cardiff-Taunton service including calls at Bedminster and Parson Street. Will these trains remain reliable, doing stop-start work of this kind?
It's not really what they were designed for.

On the plus side, they were a big step up from the usual DMUs.
Well when you say stop start it's the same as let's say doing London Kings Cross-Inverness/Aberdeen. The amount of stops on the run is the same the only difference being sort distances and slower speeds.
 

Dai Corner

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Well when you say stop start it's the same as let's say doing London Kings Cross-Inverness/Aberdeen. The amount of stops on the run is the same the only difference being sort distances and slower speeds.

Yes, but a train would do, say, three Cardiff-Taunton round trips in the time it takes to do Kings Cross-Aberdeen which is about 90 stops.
 

nat67

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Yes, but a train would do, say, three Cardiff-Taunton round trips in the time it takes to do Kings Cross-Aberdeen which is about 90 stops.
It makes no difference to a HST as it would a 150 or 170. If your referring to the engines. The train would be travelling at a lower speed on Taunton-Cardiff so no maximum speed required between each stop.
 

Dai Corner

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It makes no difference to a HST as it would a 150 or 170. If your referring to the engines. The train would be travelling at a lower speed on Taunton-Cardiff so no maximum speed required between each stop.

That's the question. Does 125 miles at a continuous 125mph cause more or less wear to the power cars than 50 miles at an average of 50mph with six stops and a maximum of 90mph or so? I'm not a traction engineer but I'd say the stopper would need the most maintainance.
 
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CC 72100

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So the set with slam doors is GWR01?

No GW numbered sets are for the completed sliding door sets only (255).

Any 2+4 slam door sets (257) have retained their former LA or OO prefix as they are only a temporary cover for not enough sliding door sets in traffic yet.

Although to be fair set numbers are of no relevance to even most enthusiasts.
 

hexagon789

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It makes no difference to a HST as it would a 150 or 170. If your referring to the engines. The train would be travelling at a lower speed on Taunton-Cardiff so no maximum speed required between each stop.

I would imagine you could get up to 100 in several places on Taunton-Cardiff, certainly the acceleration is there to permit that between even some of the closer spaced stations.

That's the question. Does 125 miles at a continuous 125mph cause more or less wear to the power cars than 50 miles at an average of 50mph with six stops and a maximum of 90mph or so? I'm not a traction engineer but I'd say the stopper would need the most maintainance.

I had previously thought going idle-full power-idle in quick succession wore out an HST more than idle-full power-medium power over a longer period of time.

Apparently this is not the case, they can take it no issue.
 

Bletchleyite

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Might just be me being old fashioned, but I will never class them as DMUs, which is what seems to be slowly happening by using different TOPS numbers for them. They are a pair of Class 43 locos, with 4 Mk3 coaches inbetween them. I will always class them as loco hauled.

BR of course classed them as DEMUs in the early days...
 

Railperf

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That's the question. Does 125 miles at a continuous 125mph cause more or less wear to the power cars than 50 miles at an average of 50mph with six stops and a maximum of 90mph or so? I'm not a traction engineer but I'd say the stopper would need the most maintainance.
At a Eurostar depot open day..i was told by the depot manager that the 373s leased to GNER and used on the ECML on services to Leeds and York suffered more wear and tear than the sets used solely on Paris and Brussels high speed services. Part of that was due to the 'classic' lines track quality being far lower than the tracks on HS1 and TGV lines.
 
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Railperf

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I would imagine you could get up to 100 in several places on Taunton-Cardiff, certainly the acceleration is there to permit that between even some of the closer spaced stations.



I had previously thought going idle-full power-idle in quick succession wore out an HST more than idle-full power-medium power over a longer period of time.

Apparently this is not the case, they can take it no issue.
Apparently it takes around 2.5 mins and 2.5 miles to whisk a 2+4 HST set to 100mph. And then i guess a mile to a mile and a half to brake back to rest. So where the maximum speed allows it..you can reach 100mph on a station to station section of around 4 to 5 miles. Probably though running at 80 or 90mph on short 4 to 5 mile sections would use a fair bit less fuel without losing huge amounts of time.
 
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