87015
Established Member
378 out all weekend as per earlier posts...Indeed, I just wondered if the 378 might have shaken up the schedule a bit, for better or worse. Is it running today or is it just the remaining 172s?
378 out all weekend as per earlier posts...Indeed, I just wondered if the 378 might have shaken up the schedule a bit, for better or worse. Is it running today or is it just the remaining 172s?
378 out all weekend as per earlier posts...
Yes see earlier. Don’t have it to hand now but I quoted it in the week from what the say was.Any idea what services it will be working tomorrow please
Technically it may be possible to do so, but getting this all to work would be quite an undertaking. It involves GWR, MTR, Arriva Rail London, and the respective TMDs and ROSCOs to all agree to it.However that being said can TfL actually use their Class 345s between Paddington and Reading releasing the shorter Class 387s for GOB work and be based ar Willesden for an extended period?
Some could work... but not in the timescales required.your harebrained rolling stock plans
Some could work... but not in the timescales required.
The most harebrained scheme for rolling stock is the current one of prodigious numbers of small fleets each suited to and cleared for small parts of the network, each maintained at different places, needing retraining of staff to move from one to the other. The GOBLIN passengers are the current victims of this, but the inability to sub-lease any spare stock (Hull trains for eg, TPE after their 350 units were damaged) are other examples of this. Lucky Southern, almost all Electrostar 377s.
Most of the recent procurements are large fleets, admittedly for one specific route/area. The Class 720 fleet, for example, is roughly equivalent in length to almost 200 4-car Electrostars- there are 239 3, 4 and 5 car class 377. The class 345 order of 70 205m units is equivalent to 180 four car class 377. The Class 700 order would have been 285 four car units. If the class 701 are 20m carriages, then that's equivalent to 187.5 four car units.The most harebrained scheme for rolling stock is the current one of prodigious numbers of small fleets each suited to and cleared for small parts of the network, each maintained at different places, needing retraining of staff to move from one to the other. The GOBLIN passengers are the current victims of this, but the inability to sub-lease any spare stock (Hull trains for eg, TPE after their 350 units were damaged) are other examples of this. Lucky Southern, almost all Electrostar 377s.
BGORUG can see no end in sight for this intolerable situation. In spite of going through 27 versions of the Train Control Management System software, there is no sign that the Class 710 reliability is approaching anywhere near what is required for public service
Does not sound good.
A bit blustery but they do have a point. If the entry into service date for the 710s had been accurately forecast (very difficult to do I know), there would probably have been time to do the necessary to make use of off-lease 319s or 365s by this point. As it stands though, so far through the process, I imagine they will run the skeleton service with the three 378s indefinitely and bustitute the rest until the 710s are finally ready, whenever that may be. Theoretically speaking they could abandon the 710 entirely if they pass a certain point and draft in the aforementioned off-lease units on a semi-permanent basis, with a view to performing the other upgrades later on. It's only the 172s they absolutely have to replace, even if the 317s are in a pretty poor state.Anyone have an update on the curious case of the 710?
Any more testing going on?
BGO recent update:
Does not sound good.
"27 versions" does not say much. 1 "final" version with 26 changes made to it is definitely acceptable, 27 brand new versions are not.27 versions is well within norms for a project like this.
"27 versions" does not say much. 1 "final" version with 26 changes made to it is definitely acceptable, 27 brand new versions are not.
As far as I'm aware the guards' equipment on 315s is not in fit state to be used, a fair bit of work would be required to reinstate it.Problem with the GOBLIN and given LO did away with the Guards on all their train services when they took on the Overground, as if they still had guards, then they could have retained several 315s that are coming off the GEML as a stop gap measure instead of working to the detriment of the ELL Core by using the 378s used on the New Cross terminators (yes people have other means of getting there, however it lowers the capacity on Surrey Quays to Dalston Jct core, as if they still had Guards on all London Metro trains then all EX BR stock would have been able to be used on the GOBLIN using the Guards Panel
Those were the good old days when we always found a work around. UnfortunatelyRedirect a few 315s from scrap, overtime for 6 drivers to stand in as guards. operate doors from back cab, and use red and green flags.
when I was at work anything got done with a bit of overtime or a day off here or there
But things are being done. A 2tph 378 TT is exactly “getting the job done” despite the clueless wailing on Twitter. There are pages of reasons 315s aren’t being used. 3x378 will be able to operate more services than even 6x315 could AND provide more capacity than a 6x172 base.Redirect a few 315s from scrap, overtime for 6 drivers to stand in as guards. operate doors from back cab, and use red and green flags.
when I was at work anything got done with a bit of overtime or a day off here or there
I expect the priority for Bombardier is to carry out any required software updates and software testing on 345s. I expect any programmer etc resources used on the 710s will be to enable some but not all further mechanical testing. I always remember, when I was an Analyst/Programmer, that if there was too much going on then some projects (in this case class of train) would be prioritised over another. I think, at this stage, Bombardier would be focused on getting the almost complete fleet of 345s in action and paid for.Well, more capacity but at half the frequency isn't quite equivalent, but certainly better than nothing.
I expect the priority for Bombardier is to carry out any required software updates and software testing on 345s. I expect any programmer etc resources used on the 710s will be to enable some but not all further mechanical testing. I always remember, when I was an Analyst/Programmer, that if there was too much going on then some projects (in this case class of train) would be prioritised over another. I think, at this stage, Bombardier would be focused on getting the almost complete fleet of 345s in action and paid for.
Lamentable that the delays are gradually dragging on leaving the user (Goblin route) with no forward planning ability. It would have been kinder for the supplier to be realistic about what they could achieve at an earlier stage. After all IIRC Siemens were not bidding for some contracts because they believed they could not deliver in the timescale required (OK that was on a mechanical front I suspect). It is what I always hated - having to keep quiet about an expected delay and watching parts of a company making unrealistic plans. I have seen unrealistic promises made just to get or retain the work.
Is the above what is happening here with the 710s ?.
It is not unusual. After all look at the timetable fiasco that everyone was too scared to admit might happen - and did happen. That is what happens when there is too much pressure to meet demands.