Erniescooper
Member
- Joined
- 27 Mar 2010
- Messages
- 518
Set 1 and 68020It's moving now. Anyone know what's on it?
Set 1 and 68020It's moving now. Anyone know what's on it?
Set 1 and 68020
Can those 68s still work other trains? Also, do they have full Mk5 controls in both cabs, or just one?All of the TPE allocated class 68's are now in full TPE colours.
Can those 68s still work other trains?
A couple of the other TPE 68s have been doing regular driver training off Crewe several times a day - but without coaching sets.No sign of other locos heading out on test runs then?
Can those 68s still work other trains? Also, do they have full Mk5 controls in both cabs, or just one?
68020 along with set TP01 (DT 12801) was out this afternoon heading down to Bletchley and back, I captured it at Heald Green
Transpennine Express DT 12801 by Mike McNiven, on Flickr
Transpennine Express 68020 by Mike McNiven, on Flickr
Transpennine Express 68020 by Mike McNiven, on Flickr
Very nice. Is the DVT labelled with those numbers? (12801?)
025 and possibly 024 should be out in the next couple of weeksNo sign of other locos heading out on test runs then?
Why would it matter what end of the class 68 is next to the MK5As if both cabs are fully equipped?
Because there is a switch that needs to be changed everytime whether the loco is leading or trailing which is located in the No.1 cab end - if the No.1 is next to the coaches then it will add time to the changing ends process (securing cabs etc..). It can and will probably happen at times but the general consensus is to keep it to a bare minimum.
Right OK i understand.
So is this switch for basically isolating/connecting the Driving trailer and it's equipment via the Class 68s Multiple working system? So there is not two driving desks live at the same time.
Number 1 cab has been requested to be the leading cab for 2 reasons. Firstly as the Mode switch to say if the loco is driving or trailing is far easier to access from number 1 and so will help with turnaround. Secondly it's for driver comfort as the number one end is far quieter especially when the ETS is switched on for the coaches.
Looks like the next set is at Portbury, coming up on Tuesday morning.
http://www.realtimetrains.co.uk/train/K96124/2018/09/11/advanced
I managed a couple of shots of this at Cheltenham:
Was their any barrier coaches?
Was their any barrier coaches?
Not needed, they are classic LHCS with screw couplings and buffers and traditional two pipe air brakes and so can be hauled directly by any locomotive.
More accurately described as brake force runners rather than barrier coaches, though I recognise that the latter is commonly used as a catch all term for the vehicles, I'm not here to split hairs over the matter. It's surprising if it's suddenly been decided that the deliveries by rail don't require them.I was only asking as the previous deliveries have included them, 4 or 6 of them on the rear coupled to the DT
It's surprising if it's suddenly been decided that the deliveries by rail don't require them.
Why is it surprising? The mk5a have begun mainline testing on UK rails. Therefore the authorities must have determined that their braking systems meet the requirements of the UK network and so they can run without the need for the barrier/brake force vehicles.It's surprising if it's suddenly been decided that the deliveries by rail don't require them.