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GWR Class 180 failure 15.22 PAD

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Steve14

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Anyone able to shed some light as to why they were unable to have the 180 operating on the 15.22 London Paddington to Great Malvern? Given that they have that many carriages to cope with the number of passengers travelling on the service, it would have made sense to chuck in two more coaches rather than sending out a 3 coach cl166
 
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rebmcr

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Anyone able to shed some light as to why they were unable to have the 180 operating on the 15.22 London Paddington to Great Malvern? Given that they have that many carriages to cope with the number of passengers travelling on the service, it would have made sense to chuck in two more coaches rather than sending out a 3 coach cl166

Which coaches do you suggest should have been chucked where? I can't think of a feasible action that matches the wording of your suggestion.
 

BestWestern

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The issue is that a Class 180 is one train, whereas a five car Turbo formation is two trains. As is commonplace with all TOCs who operate DMUs, there is very little spare capacity. Replacing one failed train with another working train is usually about as much as they can do. If one train is shorter than the other, that's unfortunate.
 

455driver

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Anyone able to shed some light as to why they were unable to have the 180 operating on the 15.22 London Paddington to Great Malvern? Given that they have that many carriages to cope with the number of passengers travelling on the service, it would have made sense to chuck in two more coaches rather than sending out a 3 coach cl166

A five coach train failed and the only thing available was a 3 coach 166 (you will probably find the only spare train was a 2 coach 165 which was swapped with a 166 which was already in service to free up the 3 coach 166 meaning some services were 2 instead of 3 and yours was 3 instead of 5 but I don't want to confuse the issue ;)).

During the peaks there is no spare stock just sat in sidings doing nothing, everything that can be out is out and the controllers/depot staff have got their fingers crossed that everything keeps running.
 

Sprinter153

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On the North Cotswold line, a five-car Turbo formation wouldn't be able to call at Hanborough (in both directions) or Honeybourne (on the down) due to a lack of SDO which is fitted to the 180s. This is particularly useful on the 'Finstock Flyer', the 1622 from Paddington, which calls at many of the smaller halts that accommodate even fewer coaches!
 

FGW_DID

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A five coach train failed and the only thing available was a 3 coach 166 (you will probably find the only spare train was a 2 coach 165 which was swapped with a 166 which was already in service to free up the 3 coach 166 meaning some services were 2 instead of 3 and yours was 3 instead of 5 but I don't want to confuse the issue ;)).

During the peaks there is no spare stock just sat in sidings doing nothing, everything that can be out is out and the controllers/depot staff have got their fingers crossed that everything keeps running.

Exactly that!

Just to give you a little insight to our depot - as per the current diagrams, we have 16 units return to depot after the peak period, from approx 0930 to 1500:

5 of those units will be turned round, shunted into new formations and back in service by 1140.

The others will be a mix of pre-planned maintenance and units that have been outstabled the previous night(s) so require cleaning, fueling and any defects sorting.

All will be back out in traffic by 1700 for the evening peak.

Any units stopped from the night before, eg B exams, Component changes (Engines, Transmissions etc) very rarely sit spare for long after they are finished and prepped, Control will have them off us to replace any shortfall / failures out in traffic.
 

JN114

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Transmission Fault earlier in the day, a 166 was on it for the whole of the off-peak aswell.
 

Doctor Fegg

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Seating capacity of a 166 isn't that different anyway - 256 vs 287 in a 180. Granted, the 180 is vastly more comfortable for a 2hr+ journey, but in the circumstances it's the most sensible option.
 
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