Don't know I'm afraid.
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Class 387
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Don't know I'm afraid.
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Class377/5
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However c2c doesn't use a lot of its units outside peak so its standard practice with them. The whole point of the 387s on c2c to to provide peak capacity where the biggest issue exists.
leomartin125
Member
With GWR 387130 and 387131 both still being at Reading TCD, does anyone know when they plan to return to North Pole? I've been looking on RTT and have found a few daily paths as 5G87 to West Ealing EMU Sidings:
http://www.realtimetrains.co.uk/train/C23355/2017/01/11/advanced
So maybe they are heading there next, the timing does state 'Diesel Hauled' and 245 tonnes sounds like two 387's to me...
http://www.realtimetrains.co.uk/train/C23355/2017/01/11/advanced
So maybe they are heading there next, the timing does state 'Diesel Hauled' and 245 tonnes sounds like two 387's to me...
There's no rush, you've got 8 units at North Pole to cover 4 diagrams. GWR are only paying for a limited amount of space at North Pole for the 387s while West Ealing is finished.
I suspect they'll go East if/when units at North Pole need to come to Reading TCD for exams.
Those paths have been in the system a while, planned to run TWThO and is for 2x387 to be dragged from W. Ealing to Reading for Exam and take back 2x 387 that have just come off Exam.
whilst North Pole is still available, exams will be carried out there. The 2 387s at Reading are going to be utilised for static Dvr Training in the next week or so. They MAY see some action 'at some stage' on the Reading - Didcot test section.
--- old post above --- --- new post below ---
387140 & 141 will arrive on the Western over the next few days. The moves are operated by Freightliner (66+3x HHA+387+3x HHA).
387140 will arrive late Friday night.
387141 will arrive Monday.
This time though, the units are being delivered to Reading TCD instead of N. Pole.
leomartin125
Member
That's interesting, thank you. Any reason why they will be delivered to Reading T.C.D. instead of North Pole? They would be a tad stranded there until a diesel loco collects them, which is a great start for two new units...
spark001uk
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leomartin125
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They could, they have done it before, but it will be due to issues with fitting the consist into Reading T.C. once arrived, remember North Pole IEP Depot is huge in comparison to the C.S. at Reading.
Class 170101
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Hopefully they will be moved to GWR (to join their cousins) and used more intensively once they wires on GWR are finished.
Per my earlier reply to you (post re-quoted above) - GWR are only paying for a very limited amount of space at North Pole - why waste that space on two units that will need various bits of commissioning work doing when you can have 8 serviceable, ready to run units there instead.
spark001uk
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Na I'm sure they'd get that in easy, don't forget there's all the sidings where the turbos are kept, then the TCD building, then more sidings, goes down quite a long way.
--- old post above --- --- new post below ---
I thought most/all of the depot was going to be for GWR use, for the IEP?
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The whole of the Depot is going to be for Hitachi use, once the 387s move out GWR will have nothing to do with North Pole - drive the 800s onto the reception roads and leave them there for Hitachi Manos to take onto the Depot.
spark001uk
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Ah ok that's clarified that then, I did wonder as the "Azuma" is there too.
On a side note, good job the 387s have gone to bed for the eve - the binliner has sat down on the DM just before Hayes, everything going round it.
Looks like "100B" is rescuing it now, whatever that is, it's not on the system. EDIT: It was another 66 scrambled from Acton. Finally got going again 167 late.
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Anything used to rescue a failure uses the head code 1Z99, 100B will be the scrambled result on RTT.
coppercapped
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North Pole is for the use of Agility Trains West - not GWR. Do keep up!
PS. Just realised that JN114 got there before me!
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spark001uk
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These forums are for people to converse, including questions for the more knowledgeable, it is NOT for people to flame those who don't know something.!
coppercapped
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These forums are for people to converse, including questions for the more knowledgeable, it is NOT for people to flame those who don't know something.!
Apologies. It's just that I find it difficult to understand that people don't understand the situation surrounding the IEP deal - it's been discussed frequently in the railway press, and indeed in some of the mainstream press, for the past five years.
spark001uk
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Monday's GWR delivery in the system now, here. Later path this time.
Class455
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I'm curious on whether 387's will eventually serve the North Downs Line when that line gets electrified. Aren't the 387's supposed to cascade all the 165/166's elsewhere?
spark001uk
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Not sure if North Downs will get electrified, but I heard that the new proposed station at Green Park (between Mortimer and Southcote Jn) will only be able to go into use with electric traction, as the diesel units don't have enough acceleration to be able to get away from there properly and keep to a reasonable timetable. Yet now the Basingstoke electrification is on hold (or even cancelled?) so I don't know what will happen there.
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coppercapped
Established Member
There are no aspirations on the part of the DfT or Network Rail to electrify the North Downs line, let alone any plans or funding.
There was never any intention to cascade all the Class 165/166s away from Reading to elsewhere.
The situation with the proposed station at Green Park, and with the other suggested station at the other end of the Reading to Basingstoke line at Chineham, is a bit more nuanced. At the moment two dmus can maintain a 30 minute interval service as there is sufficient turnround time at each end of the journey. Adding another stop means that, for reliability, 3 dmus would be needed for the same interval. As the number of additional passengers from either or both of Green Park and Chineham would not increase passenger numbers by 50% - to pay for increase in the train fleet of 50% - the economics of the operation become untenable.
To get round this the journey time needs to be reduced. This could be done by increasing line speed - but the short distances between stops does not make this very effective - or by increasing the trains' acceleration. This means more horsepower - so a more powerful dmu or electrification are the only ways to maintain a 30 minute interval with two trains.
Both solutions are expensive - the second more than the first.
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D365
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Also note that with the Thames Valley branch lines electrification postponed, more Turbos will need to be kept anyway, making it more economical for diesel operation to continue on NDL.
Although allegedly according to some sources the 319 flex is being considered for the North Downs route.
12CSVT
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How many 387s have moved to the GN route ?
I think I've only seen about five or six 387s on the Thameslink route in the past month.
I think I've only seen about five or six 387s on the Thameslink route in the past month.
D365
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According to wikipedia, 20 on Great Northern, nine on Thameslink.
Though it may be worth asking here
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Class 170101
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Or remove stops at Mortimer and Bramley. How busy are these stations and do they warrant a half hourly service?
OFFDN
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9 units on Thameslink currently, but only 6 diagrams.
No more planned diagrams from 05/02/2017 onwards.
coppercapped
Established Member
I've looked it up for you. In 2014-15 total entrances and exits amounted to
Bramley: 273790 of which 1/3 were seasons. About 750 per day
Mortimer: 186084 of which 1/3 were seasons. Just over 500 per day.
and to complete the group
Reading West: 412642 of which nearly 40% were seasons. About 1,100 per day.
It should be noted that Reading West is also served by the half-hourly Newbury stopping service.
I leave it to the reader to decide whether the service at Mortimer and Bramley is excessive. It has been half hourly for many years.
Whether stops should be removed is only an issue if (a) the station at Green Park is built and (b) trains stop there and (c) trains of the same power-to-weight ratio continue to be used.
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Kite159
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Newbury stopping service is only hourly, the Bedwyn semi-fasts skip Reading West.
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