Fincra5
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Could they used 387s down Bristol way for Bristol to Cardiff trains? Or is the route wrong for electrification?
Could they used 387s down Bristol way for Bristol to Cardiff trains? Or is the route wrong for electrification?
This proposal is purely about covering weekend major events occasionally when the timetabled train requirement in the Thames Valley is lower than on weekdays. It isn’t about transferring 387s to normal use elsewhere.Could they used 387s down Bristol way for Bristol to Cardiff trains? Or is the route wrong for electrification?
Not deemed suitable when they, with the 185's, have trashed the competing air services so that these are a shadow of what they were? I thought the problem was insufficient capacity hence the need for longer trains.387s would make great crowd movers for event days, but I don't think they're suitable for running regular services between Paddington and Cardiff, only event day extras.
The 350s aren't deemed to be suitable for Manchester - Edinburgh, that's why they're being replaced by 397s.
387s would make great crowd movers for event days, but I don't think they're suitable for running regular services between Paddington and Cardiff, only event day extras.
The 350s aren't deemed to be suitable for Manchester - Edinburgh, that's why they're being replaced by 397s.
To have created a sign someone somewhere must have thought it relevant.
I think it always was the plan to borrow some London area 387s for big events in Cardiff and run them as 12 coaches. It requires being able to use electric under the low bridge at Staverton and having the power on through the Severn tunnel.
Are they able to power off under the bridge? Still don't know why Network Rail didn't appeal to the DfT to sort the Staverton Nimby problem.I think it always was the plan to borrow some London area 387s for big events in Cardiff and run them as 12 coaches. It requires being able to use electric under the low bridge at Staverton and having the power on through the Severn tunnel.
Because the proposal is for “crowd busting” trains when there are events on in Cardiff (Wales vs England rugby, for example), much of this requirement will be off peak at weekends etc when fewer units are needed in the Thames Valley.If they have 45 trains for 40 diagrams, how are they going to make up the lost units? 379s or 360s from GA would make sense.
They can go under the bridge fine now I believe. IETs have an 110 speed limit through there now, assume it's the same for 387s.Are they able to power off under the bridge? Still don't know why Network Rail didn't appeal to the DfT to sort the Staverton Nimby problem.
If GWR do find that they need additional, modern, proven EMUs; there's the six Class 387/3s going spare from c2c in a few years. Perhaps it's already planned.
As for your suggestion of 360s, they’re going to EMR.
Fairly sure I heard they were going to Thailand, not that they’d be any better than the gangwayed armrested and tabled 387sGA ones yes I don't think the same can be said for the Heathrow Connect ones.
GA ones yes I don't think the same can be said for the Heathrow Connect ones.
Also, what's the point in a microfleet of five-car units? Wouldn't help GWR to operate more twelve-car trains.
I think it always was the plan to borrow some London area 387s for big events in Cardiff and run them as 12 coaches. It requires being able to use electric under the low bridge at Staverton and having the power on through the Severn tunnel.
There is wire under the bridge - having wire there was never the problem.
The issue is that to get through the bridge, but then be high enough over the virtually adjacent level crossing, the gradient of the wire relative to the track was extreme - way beyond the system design limits for UKS1 OHLE.
Very steep relative wire gradient is a problem as either - the pan can’t react fast enough and becomes detached from the wires; or in the opposite direction suffers too much compression force and suffers damage.
Simulation and Modelling initially suggested 60mph was the maximum “safe” speed at that wire gradient, and so an EMU60/125 speed limit was installed under the bridge. As IETs could go significantly faster on diesel they were doing changeover, while the 387 ECS moves to Cocklebury EMU Sidings crawled under the bridge. Further modelling and some verification runs showed that if all parties accepted a higher degree of wear to some components 110mph would be possible. Hitachi, GWR and Network Rail agreed and so the speed limit was increased to 110 for all trains under the bridge, and changeover equipment removed for use elsewhere.
Yes, but the post I replied to specifically said the GA ones.GA ones yes I don't think the same can be said for the Heathrow Connect ones.
Well of course, but please bear in mind you were replying to a post from 18 months ago, and that EMR use wasn’t public knowledge back then...Because the proposal is for “crowd busting” trains when there are events on in Cardiff (Wales vs England rugby, for example), much of this requirement will be off peak at weekends etc when fewer units are needed in the Thames Valley.
As for your suggestion of 360s, they’re going to EMR.
Would there be any issues with going through the tunnel with 1,000 on board - would be one hell of an evacuation! Maybe restrict to seated only?
Would there be any issues with going through the tunnel with 1,000 on board - would be one hell of an evacuation! Maybe restrict to seated only?
Very different! What’s the longest distance from a station a tube train can be stuck underground? Plus far more fire/police/ambulance services in close vicinity. You can walk the passengers to the nearest station then most of them will self disperse via a myriad of travel options including walking. That ain’t happening at Pilning!No different from tube or Thameslink that carry that many in much longer tunnels than Severn
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(Click/tap to view) Apologies if there's a newer thread and I couldn't find it, but I just saw this at Cardiff Central - a sign/board that says (to quote the relevant text) "Class 387 - Access to Brickyard and line A only".
WelcomeThanks for the photo. I'm really impressed by this. I think in some parts of the rail industry, people would have argued that it wasn't worthwhile getting clearance to operate 387s to Cardiff for special events only, and found numerous reasons for not doing it. Good effort, GWR!
Thanks for the photo. I'm really impressed by this. I think in some parts of the rail industry, people would have argued that it wasn't worthwhile getting clearance to operate 387s to Cardiff for special events only, and found numerous reasons for not doing it. Good effort, GWR!