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Class 730 LNR & WMR Delivery/test Updates
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Glad they’re now finally showing the lnwr green livery on rtt.
Terminated at rugby 113 mins late.
DavidGrain
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Code M8 Other technical failures above the solebar So can be almost any fault
That sounds pretty serious… Was still at rugby about half an hour ago being tended to by some fitters, quite an unfortunate event.
Well it’s unusual but certainly not unsafe. Sure it comes with a higher level of risk to clear the line, but service impact no greater than a freight loco limping out of the way. If there hadn’t have been two Drivers, different story perhaps!
NSEWonderer
Established Member
Faulty PBC issue on a 701, we have a recovery mode panel which the train is driven by button at no more than 10mph. I didn't know other Aventra's didn't have that.
Railperf
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The new diagram started today. Euston to Tring and Milton Keynes stoppers. 205 and 220 doing the honours. Noted what seemed like wheelslip on the leading coach leaving Kings Langley in particular and Bletchley. Drivers slightly more cautious with the power so 0 to 60 times in the mid 40 seconds mark, but 100 mph in under 2 mins.
Driver saying he has to remember that these are not limited to 90mph like the shorter 730/0 units.
Driver saying he has to remember that these are not limited to 90mph like the shorter 730/0 units.
Liam L
Established Member
0 to 40 seconds to 60 is still very impressive even if the power is reduced.
I wonder how long it takes a 350 to get up to 60?
mansonlo49
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Railperf
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Drivers don't seem to apply full power on a 350 from a standing start, so the average is
Is around 55 seconds, though I have seen a fastest 45 seconds. But 0 to 100mph takes just around 2 min 30 to 2 min 45 - where a 730 gets to 100mph in under 2 min. The 720's are supposedly mechanically identical and I have seen 0 to 60mph in 39 seconds - where full power is most definitely applied.
What is more interesting here is the comparative time loss at stations on Class 730 using a guard Vs DOO on Greater Anglia (GA) 720's. GA 720 doors open far quicker and the train moves virtually as soon as the doors shut.
Today aboard the 730, I witnessed around a 12 to 15 seconds delay in opening doors from when the train actually stopped and closer to an average 15 to 20 seconds from doors closing to train moving. So that's virtually 30 seconds lost at each station due to guards operating the doors.
It isn't an efficient use of time.
Let's not start a DOO debate again please!
Feel free to compare door release between 730 and 350 as that's a weak point for the 350s though
Railperf
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No debate needed and even if it were, that would be the subject of another thread entirely.
This is an observation of performance where one factor is the traction equipment and the primary one I'm looking at. Another factor is driving style and another factor is time taken for the guards to open and close the doors and signal to the driver authority to move.
NSEWonderer
Established Member
But where performance is looked at, WMT would have added padding to incorporate that dwell time so it isn't really useful comparing a DOO 720 to a Guard operated 730, I cant see what the actual comparison in performance is as they both aren't timed the same at stations, surely??? Would be better off comparing the 701 to the 730 in that regard at a stretch.
mansonlo49
Member
Assumed yes, according to RTT
Silverlinky
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Drivers are not allowed to open up a 350 to full power from a standing start, the units have a habit of blowing up pretty quickly when that is done, many of the units running around with TCU's isolated is because there are still drivers driving them in this way, after near on 20 years. The software on the 350's can't limit traction so a full demand on the controller means just that to the motors, and then pop! The Driving Policy advises drivers not to take/select full power until the train has reached 15/20 mph.
The 730's have software that allows gradual power output regardless of whether full power is asked for from a stand.
As for the doors, a guard doing their job properly must ensure they are in the right place in the train when the train comes to a stand (different locations for different stations), then release a local door, step down and ensure that the train is fully platformed, then return to the train to open all the doors, and then do the process in reverse when closing, ie close the saloon doors first, remain on the platform to see that all are closed and lights go off and that the PTI is clear, then return to the train, close the local doors and then give two on the bell. That's a (the) time consuming process.
Railperf
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That's an interesting observation. I am wondering whether the class 360 traction system was designed more robustly because drivers on the former Great Eastern now greater Anglia would say there was no instruction to limit power from a standing start. And indeed on one particular late running train from Stratford to Ipswich. The driver appear to use full power from every start without any consequences to the performance of the train and without causing any breakdown.
So here's another indication on how a change in traction demands a change in driving style.
The very experienced greater Anglia driver I am referring to was involved in the introduction of class 720 and he reported that class of train offered superior acceleration and braking over everything that he had driven before, particularly in the wet.
So it's going to be interesting to see how the class 730s bed-in.
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1D54
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An unidentified 730 went through Leicester hauled by an unidentified loco. RTT have it passing at 12:39 but it was a bit later than that.
5Q39 - Old Dalby - Bletchley TMD.
5Q39 - Old Dalby - Bletchley TMD.
Reported elsewhere as 730230.
rogercov
Member
Yes.
But 213 was temporarily paired with 220 for 3 days during the first 2 weeks.
Also 213+233 only ran in service together once - on the first day (9/6/25).
This is the only time 233 has run in service but has had a few test runs since then, including the breakdown on 20/6, previously mentioned.
It seems to have successfully made it to Rugby and back today.
Silverlinky
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Current afternoon/evening 730/2 circuits are.....
2T45 1454 London Euston to Tring
2T46 1545 Tring to London Euston
2T55 1634 London Euston to Tring
3A71 1731 Tring to London Euston (ECS)
2B71 1806 London Euston to Bletchley
and
1W51 1619 Euston-Northampton
2T45 1454 London Euston to Tring
2T46 1545 Tring to London Euston
2T55 1634 London Euston to Tring
3A71 1731 Tring to London Euston (ECS)
2B71 1806 London Euston to Bletchley
and
1W51 1619 Euston-Northampton
mansonlo49
Member
the next 730/2 diagrams would be two weeks later yes? Thank you
tfw756rider
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I believe the plan is the latter.
Silverlinky
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== Doublepost prevention - post automatically merged: ==
No more 730/2 diagrams until 18th August now then fortnightly introduction.
This is to allow more training as well as the fact there are no upcoming 350/2 hand backs imminent.
Yes the plan is for the /0’s to go north but no need for that to happen until December timetable change.
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Has the 2nd week of July for (temporary) introduction onto the Liverpools been delayed?
I believe so, given the RMT have issued the company notice that they will not sign off 730/2s on that route
mansonlo49
Member
so they’re not going to Liverpool now??
== Doublepost prevention - post automatically merged: ==
Thought they would have another in two weeks time??