All I was saying in response to a direct question is that, in general, the reason training requires an agreement is to deal with changed working hours and overtime necessary to enable the training to happen. Agreeing this isn't usually a problem unless there is already an industrial dispute. What about that is overblown, or did you mean to reply to a different post?
I was meaning the actual requirement for training in this specific circumstance seems to be OTT, when in reality it is no more than a minor reduction on pendolino / relaxation of non-tilting speed limits.
Are Avanti likely to start driver training by September? Who defines all the new braking points and is this worked out on computer or is it worked out by a senior team of driver managers and then validated before training commences. For the first section Weaver to Crewe and VV the info I received suggests that the MU profile will match EPS. It is only on the spur onto / off Runcorn where a combined EPS limits exists and therefore the 80x drops to PS of 85mph where EPS emains at 100mph.
I am sure Avanti have adequate plans, however as I do not work for them I cannot say. The drivers have to be competent for the route and signed off. They can’t just be sent out to find their way. If they will be trained by September or not will need to be confirmed by someone who works there.
No plans currently for them to run in service. No Scottish crew have been trained on them.
There is no plans. Liverpool and Preston/Blackpool are as far north as they are booked to go.
I spoke to a driver and he said that he reckons they will be trained on them soon.
Considering that there are no plans to run them on the routes that Scottish crews sign I don't see how this is likely. Preston crews are trained for them, but only for running to Blackpool and back.
The drivers themselves will work out what new braking points to use and everyone will probably do it slightly differently.
No. Still at factory
Most likely messroom gossip/ rumours. There's not enough of them to send into Scotland. Plus they'd never keep to time at max 110mph.
Wonder if 805s as a diversion when these several weeks of full week closures on the northern part of wcml?
If so they would need to reduce the north wales route either by short forming or cancelling trains as there just aren't enough to go round. I'm sure the requirements either from May or starting September are 11/13 required in service which leaves little room to move elsewhere.
Invoke emergency timetable like they have done when other blockades, eg the other week in Crewe area. Where north wales becomes a shuttle between Crewe and Holyhead etc
There are still plans to operate them via Settle during an engineering block, but the plans are still being drawn up and confirmed. Drivers won't be learning the route, freight drivers will be used, but I'm not sure what they'll do about the driving itself.
Preston Drivers I presume? They take the trains to Blackpool already
Makes you wonder why only 13 805s were ordered despite replacing 20 221s?
Because 10 807s were also ordered as a part of that replacement. No point in ordering more bi-modes than required for normal service since it will just result in more maintenance needed.
Because the total order was larger, with 13 805s and 10 807s. Overall, it is an increase in fleet size, especially on a seat number basis.
The timetable will have been designed around the sectional running times based on achieving all the speeds defined in the MU profile. Unless any train is running early, it will need to run as close to the MU profile as possible to meet the timetable without eating into the various additional engineering allowances. Avanti have publicly said the final profile is smoothed out from what is ultimately possible - primarily to avoid too many changes of speed for drivers . Behind the scenes calculations will have been done also to avoid excessive energy usage where only marginal time is gained.
It will interesting monitoring the performance of the 800’s under the new MU profile. I expect the times to vary quite a lot initially depending on the mindset of the driver. Even when driving within the ‘Professional Driving Policy’ driving styles vary a surprising amount. Some drivers focus on a smooth ride above everything else whilst others will try to extract every second from the performance of the train. Over time the difference between the two extremes will no doubt narrow. The ‘people’ perspective is often forgotten.
Okay great. As long as capacity is still there's that's a good thing.
