Assuming that BR wouldn't be making their own trains? #Make-Bombardier-BREL-Again*except of course the arguments whether it was Hitachi or BR
What gives you that idea?Nationalisation would have made this thread shorter at least, all of the posts about delay attribution would have been redundant*...
*except of course the arguments whether it was Hitachi or BR
Repairs to the damaged OHLE are still not complete, so the down main is still blocked to electric traction. This primarily affects HEx as GWR services can run with HSTs and IEPs in diesel mode.Heathrow Express only running every 30 mins today and no plans to increase frequency according to a tweet they made earlier.
It's difficult to see why they'd want to, with no third-rail track or collector shoes any more ...?
Pantograph probably set in locked down position before leaving factory. Driver the other evening selects pan up which releases it but the compressed air supply isn't strong enough to rip the tie restraining it thus the elbow winglets lift as the speed is built up.An interesting theory. But, that somewhat assumes that the pantograph is incapable of keeping itself stowed without the use of straps and that it naturally wants to raise itself at speed. I'm not sure that's correct. One would assume that it's locked in place mechanically until deployed and the straps are there (if at all) to prevent damage should this locking system fail in transit.
What's more, the leading elbow is pretty well sheltered when in the stowed-position by the roof equipment. I think it's plausable that the head was secured down, causing the elbow to rise into the wire; but my money is still on driver-error or a mechanical failure as the root cause of the initial pan-up.
Please don't confuse the good people with facts. They're much happier with their prejudices.What gives you that idea?
It was British Rail that invented delay attribution and the TRUST system that underpins it.
If it sagged that low then the preceding electric train (probably HEX), would almost certainly get in a tangle as it would slip off over the horns or trip out on the roof of any train.Is it feasible that a fault with the overhead wiring could have caused the contact wire to drop so low that it got entangled with the stowed pantograph to the point where it almost ripped the pantograph off the roof of the train?
Was it created because of impending privatisation or did it come before that with the creation of Railfreight, Intercity etc?What gives you that idea?
It was British Rail that invented delay attribution and the TRUST system that underpins it.
I was involved in different aspects of performance management from a whole range of angles throughout my 40-year railway career. This included being on the receiving end of ‘please explains’ back in the pro-forma and carbon paper era. How much clerical effort was wasted to so little effect sifting through control logs, train registers, guards’ journals, chargemen’s tick sheets and what-have-you. At the very best these could only operate on a ‘post mortem’ basis. Very often one was seeking explanations from staff who were by then on rest days, annual leave, sick, etc., who (if they ever replied) had probably forgotten the incident anyway.Was it created because of impending privatisation or did it come before that with the creation of Railfreight, Intercity etc?
Unlikely. As @JN114 said, as far as we're aware, they've stopped filming for the time beingSo I guess we can see this debacle featured on the next series of 'Paddington 24/7' on Channel 5!
So I guess we can see this debacle featured on the next series of 'Paddington 24/7' on Channel 5!
Ah yes, I could have taken the 850 bus.
You might get the impression from my given name on here that I'm more for road transport, but in fact I'd rather travel by train for any journey over a few miles, if the possibility exists, and would never choose coach travel over train, unless I really couldn't afford the train. Despite my preferences, and the fact I haven't made too many train journeys in recent years, I do seem to have a jinx on the service, as does my wife on her (usually) separate journeys. The common element in all this is that, almost exclusively, the 'jinxed' journey is the return one. It all started with a return from Preston to Euston on the evening following our wedding donkey's years ago (I say evening, but next day's dawn was coming up on arrival in London). Since then, passenger death, followed by line closed from Truro to Penzance because the signalman had gone home at the end of his shift, and no onward transport at 2 a.m., delays owing to IRA bomb on train ( an empty one, thankfully) which caused me to miss a job interview, a parcels train derailing at Plymouth at the buffers and taking down some of the roof, literally as my HST was pulling in to an adjoining platform, etc. I've never claimed a penny in Delay Repay, by the way, though it didn't exist when most of these occurred.Nationwide ban for @scotrail170407 - it's just a joke so don't take it seriously.
Depending which coach you're in, you can certainly hear the pans clonking around.
Pantograph probably set in locked down position before leaving factory. Driver the other evening selects pan up which releases it but the compressed air supply isn't strong enough to rip the tie restraining it thus the elbow winglets lift as the speed is built up.
Was the test train supposed to raise the panto on the move or was it supposed to remain on diesel throughout?
1) The pantograph was raised, in a location not authorised for high speed changeover.
Readers interesting in the number of headspans versus portals between Paddington and Reading, can count them up for themselves in the following video (circa March 2018) if they like....
Enjoy.
BREL was purchased by ABB/Trafalgar House; ABB bought out Trafalgar House for £1; Bombardier then purchased the company from ABB.Sir, I see your pedantry and raise you: Did the purchase of BREL by Bombarider extinguish any ongoing liability?
In preparation for privatisationWhat gives you that idea?
It was British Rail that invented delay attribution and the TRUST system that underpins it.
But the system and the idea were BR's - it was already in place.In preparation for privatisation
Quite, noting the background that I explained at some length in Post #193.But the system and the idea were BR's - it was already in place.
Pans are dropped and raised as needed... but definitely at pan changes at Westenhanger, Calais, North & South of Lille, Gonesse (Paris), Halle (Brussels), there are no restrictions regarding location or speed. The changes are needed to change the power draw limits and pan height settings (and to close the fire doors in Eurotunnel)Do Eurostars still drop and lift pans on the move now?
I thought that since St Pancras opened it was a thing of the past
Pans are dropped and raised as needed... but definitely at pan changes at Westenhanger, Calais, North & South of Lille, Gonesse (Paris), Halle (Brussels), there are no restrictions regarding location or speed. The changes are needed to change the power draw limits and pan height settings (and to close the fire doors in Eurotunnel)
Changeover from HS1 catenary height to the higher Eurotunnel catenary height.Pardon my ignorance -- why the change at Westenhanger? Cheers.