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Post by domh245 on Oct 14, 2018 16:41:52 GMT
I was under the impression that only the first few units need to accumulate 1000s of miles of fault free running, subsequent units only need to rack up a value in the 100s (500 rings a bell)
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Post by domh245 on Oct 4, 2018 16:51:28 GMT
Folk should note that both Northern and Grater Anglia have decided to retain yellow despite their trains not technically needing it - it is thought this is related to the large number of footpath crossings in the operators area where just headlights is not considered good enough for users to be able to make an accurate assessment of whether it is safe to cross
I think that with Northern (and to some extent GWR as well) they've kept the yellow for brand consistency, as they both retain sizeable legacy fleets. Greater Anglia wanted to drop the yellow fronts and early renders of the new trains didn't have them but they've been forced to keep them because of the foot crossings, as you note.
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Post by domh245 on Sept 8, 2018 20:16:03 GMT
Not sure if that post was made tongue in cheek or not, but they would still have the D.O. dispatch equipment problem, as they use a LU style platform camera with the images transmitted to the train. They would need the equipment installing, which gives them no advantage over anything else, indeed it disadvantages them as cameras and transmitters are more expensive than mirrors!
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Post by domh245 on Sept 8, 2018 7:35:26 GMT
315s aren't being shed from TfL rail services because the 345s aren't up to scratch yet. They also can't be used on the GOBLIN because they do not have any onboard Driver Only Dispatch equipment, nor is there any Dispatch Equipment on the platforms of the GOBLIN. You'd have to install one of those (preference being for onboard) to enable them to run, or alternatively you could make them operate as guarded services, but LO haven't had guards for a while now. You would also need to train drivers and maintenance staff, get route clearance (gauging, interference, etc), which is not going to be quick or cheap. Obviously there will come a point when it is worth doing all that and installing DOO equipment*, but given what was said based on the planned timescales, the tipping point is likely going to be somewhere north of 6 months. *Alternatively the 707s are coming off lease shortly (AIUI), are DOO equipped and are designed to be easily convertible to AC operation, and may need shortening by 1-2 cards. I don't know how long this would take or how much it would cost, but if there is a very significant delay on the 710s it might be better than 315s. Still not easy though. The example now is ScotRail, which introduced some 365s to the Edinburgh - Glasgow route in a fairly short time whilst their 385s were awaiting a solution to the fishbowl window problem. It proved that where there is a will to introduce a new fleet quickly, things like driver training, maintenance training, and route clearing can be done quickly - you only need to train a small amount of drivers and fitters on it, rather than every driver who does the GOBLIN. Similarly, if you are willing to pay enough, route clearance can be hurried along. 707s could be a possibility, but aren't due to come off lease until December 2019, and are reliant on being replaced by SWR's Aventras, and if the 710s aren't in service by then, I doubt that they'd be either (although by that point something would have had to go seriously wrong!)
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Post by domh245 on Sept 7, 2018 21:34:28 GMT
315s aren't being shed from TfL rail services because the 345s aren't up to scratch yet. They also can't be used on the GOBLIN because they do not have any onboard Driver Only Dispatch equipment, nor is there any Dispatch Equipment on the platforms of the GOBLIN. You'd have to install one of those (preference being for onboard) to enable them to run, or alternatively you could make them operate as guarded services, but LO haven't had guards for a while now.
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Post by domh245 on Sept 6, 2018 20:06:25 GMT
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Post by domh245 on Aug 30, 2018 20:05:16 GMT
In something that is both on topic, and relevant to the last few posts, an interesting development occurs...
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Post by domh245 on Aug 28, 2018 16:34:32 GMT
Apparently in Newport and it should start production in "Autumn 2018" on 77 DMUs for the new Keolis/Amey Wales franchise. Hey, its Wales, the carrier pigeon must have got lost somewhere along the M4. So in answer to your original question, 'would there be demand for a 4th builder?' Yes there would! Would there be demand for a 5th builder though? I doubt it. Alstom (up until the point that they merge with Siemens) have got their base in Widnes, which at the moment is repainting Pendolinos, and has a potential future use converting existing stock into hydrogen powered units, but they are also claiming that they have the capability to turn it into a production line if they get any orders - the first of which could come from the next SouthEastern franchise if it is won by Stagecoach, with whom Alstom have partnered. And let's not forget that Talgo are sniffing around the UK rolling stock industry, specifically for the HS2 order which would necessitate another factory. I don't think the question is if there will be demand for future factories, but if there'll be enough to keep all of the currently confirmed ones open once the current glut of rolling stock ordering has dried up, you have to fear that some of these factories won't have much to do in the near future.
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Post by domh245 on Aug 23, 2018 15:39:42 GMT
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Post by domh245 on Aug 5, 2018 17:24:57 GMT
It's further proof that I'm really not very good as this speculation business! Half right, half not! It certainly does look a bit better, although I'm not overly keen on the orange front end, nor can I imagine LO allowing a deviation in their brand for it.... Whilst the Class 378s can meet points a and d, I think that they wouldn't be able to pass points b or c without modifications to the way in which the lights work, assuming that the lights themselves are suitably bright (according to BS EN15153-1* and the TSI for Locomotives and Passenger Rolling Stock). Indeed, the only units in the country that I can think of that meet these requirements are the 700s (and derivatives), 800s (and derivatives), 345s (and derivatives) and the 385s... It does seem that the lights themselves were fine as they appear unmodified in those photos, but we'll have to see if they've been modified in the way they operate. As for the changes, it's been described thus: "Will include new external livery, new seat covers with the moquette from the 710, deep clean and repainted grab poles." so no major changes
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Post by domh245 on Jul 25, 2018 17:55:03 GMT
I'd be doubtful - Bicycles will still take up a lot of space, even on the new stock, and I'm not sure that they would allow the safety reasons (mainly evacuation related as I understand it) behind the restrictions to be relaxed.
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Post by domh245 on Jul 20, 2018 5:25:32 GMT
Southfields for A?
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Post by domh245 on Jul 18, 2018 18:50:41 GMT
Could quite easily also be the train control (and management) system
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Post by domh245 on Jul 9, 2018 17:13:01 GMT
Some good news - in a massive middle finger to my earlier posts hypothesising that there wouldn't be much if any electric freight over the GOBLIN, the very first train to use it in anger (and not for testing) was a DB Cargo freight train from Dagenham to Mossend. www.flickr.com/photos/papercliponawire/41490415900/note - the picture is apparently of the second such working, the first having occurred on Saturday.
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Post by domh245 on Jul 7, 2018 8:30:56 GMT
It must also be remembered that the Talgo system is (unsurprisingly) the intellectual property of Talgo, so it's incredibly unlikely that Siemens will approach them and license it for these trains given the technical difficulties highlighted above.
Whilst we are on the subject of bogies, what will be interesting to see is if they will use any inside framed bogies on the train. It may be difficult or even impossible to use them for the articulated sections, but they may potentially be used for the leading and trailing bogies - if so it would be a London Underground first, no?
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Post by domh245 on Jul 4, 2018 17:31:04 GMT
That's certainly the case for the GWR 802s, but that isn't necessarily true for the fleets destined for Transpennine or Hull Trains. Indeed the initial press releases about both the TPE and Hull trains 802s were claiming that they would be mainly built at Newton Aycliffe but subsequently moved to Pistoia. Of course it should also be noted that the Newton Aycliffe plant is currently filled up with 385s awaiting delivery to Scotland (another less than stellar launch) which may have been an influencing factor, but the quality issues had apparently caught the attention of senior management. It should however be noted that Hitachi appear to be the favourites for the Southeastern metro fleet replacement in the next franchise, 2 of the 3 bidders have proposed an AT100, the other bidder (Stagecoach) are partnered with Alstom so no guesses what they're proposing! It is all a little off topic for this thread of course! Back on topic - have contracts been signed? The 10 day standstill is long over, are we just waiting for the next set of minutes to be published to confirm it?
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Post by domh245 on Jul 4, 2018 16:07:58 GMT
Let's hope that they win the HS2 trains contract then (as another partnership with Bombardier. That said, the quality coming out of Newton Aycliffe supposedly hasn't been great, and they've been loosing orders to the other Hitachi Europe plant in Pistoia.
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Post by domh245 on Jul 3, 2018 5:29:00 GMT
Whilst I have sympathy with all the above, operators should not dispatch a train if people are making a connection, or when a platform alteration has been announced at the last minute and people are still coming across. "Running to the timetable" should mean the public timetable, and people have a reasonable expectation that the operator should not prevent them getting to their destination at more or less the advertised time if they have turned up at their originating station on time. Ultimately, it is not about getting the trains to the end of the line, it's about moving people. A train arriving at the end of the line on time is pointless if it was achieved only by leaving everyone behind. Running across the overbridge because of a platform alteration I can understand, but connections are more of a grey area - how many people are trying to make that connection vs how many people are already on the train (and will be inconvenienced by the subsequent late running of the train) Also, define turning up on time, if you get to the gateline at xx:54 when the train leaves at xx:55 then I have little sympathy should you miss it (prior delays on other modes being the exception)
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Post by domh245 on Jun 26, 2018 21:21:21 GMT
You are correct that these are related to the shunting equipment and I expect that on the 95TS they would have been there since new. They exist on all other stock as well where applicable, for example on the 2009TS (picture from Kevin Owen's Made in Britain blog) and the dearly departed C stock (picture just before 1/2 way down the page), although I gather from TubePrune's site that the shunting controls on the C69 stock (presumably including the wipers) were retrofitted during refurbishment. Obviously on stock such as the 1969 and 1972 TS, there wouldn't be any windscreen wipers as they don't have car end windows, similarly on the S stocks and new DTUP stock (which won't have car ends per se)
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Post by domh245 on Jun 21, 2018 21:30:21 GMT
Or to put it a simpler way, rather than showing the entire London Overground dropped plate of spaghetti map, they could just show the line that they are operating, eg Gospel Oak - Barking or Liverpool Street - Cheshunt. If you do that however there is little additional technical challenge in making it just show the stops that it is yet to make on the route, a bit like the PIS systems on the 345 does, but for the whole line, not just the next few stops and destination, or a "you are here" marker
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Post by domh245 on Jun 20, 2018 20:25:45 GMT
TFT screens? I bet that'll allow them to charge a pretty penny to prospective advertisers! I expect that will be an interesting experiment given advertising spend is in the doldrums at the moment. TfL said as much to the London Assembly Budget Sub Cttee last week. I suspect TfL will end up advertising its own initiatives until the economy recovers but yes the potential to target advertising by location and time of day will be interesting. I look forward to "pie and mash" adverts on the Chingford Line. Hadn't realised that advertising was a bit slow at the moment. Will be fun to see how the time targeted advertising plays out - deodorant adverts in the rush hours and then adverts for Werthers originals and the national trust in the off peak?
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Post by domh245 on Jun 20, 2018 17:25:01 GMT
TFT screens? I bet that'll allow them to charge a pretty penny to prospective advertisers!
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Post by domh245 on Jun 19, 2018 18:08:08 GMT
The system will also impose a velocity ceiling between stations to prevent a train arriving too early. Does that not basically constitute a cap as superteacher was asking about? Should the need arise to do 50mph they'll do 50, but by and large they'll still be going at the same speeds as before? I can't imagine that the braking rates will be that low (nor the gaps between stations be long enough) to necessitate hitting 50mph in service?
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Post by domh245 on Jun 18, 2018 13:01:11 GMT
Maybe there is a legal reason (copyright?) why Siemens did not refer to an Oyster card, anyway, their choice of Lobster as a product name could be a reference to how some people feel about the system when it does not work how they expected, or perhaps (more likely?) just a nod to the fact that several cities use nautical themed names for their transport smart cards. This includes Octopus in Hong Kong China, Orca in the Puget Sound, Washington State USA, Opal in Sydney and environs, New South Wales, Australia, Snapper in Wellington, New Zealand and Walrus in Liverpool / Merseyside England I think it will just be licencing issues - note also that the exterior is't painted in standard TfL colours, and the font on that notice is a serif font rather than Johnston 100. I do hope that some of the features of it get carried over to the final design, such as the large windows. The Priestmangoode design, whilst having superior exterior styling) has got what can only be described as portholes!
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Post by domh245 on Jun 16, 2018 21:30:25 GMT
Which ex-DMU cars operate on SWR? There are a couple of 455s which had vehicles damaged in various accidents and had those damaged vehicles replaced by a couple of vehicles from the similar class 210. (45)5912 has vehicle 67400 interloping in it as a TSO, in the rest of the class 455 fleet the TSOs are numbered in the 71xxx range. (45)5913 has vehicle 67301 in it as the MSO, which would normally be in the 62xxx range. Both vehicles were out of 210002, the TSO having also been a TSO in it's past life, but 67301 used to be a driving vehicle and was extensively rebuilt.
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Post by domh245 on Jun 16, 2018 20:15:27 GMT
If vehicles were being swapped between the units I don't think they would be going to the effort of renumbering vehicles - they'd just update the formation information, it's what they do on the rest of the national network. I think that wonkily applied numbers are more likely down to poor workmanship in the workshop rather than vehicle swapping - possibly as a result of graffiti attacks?
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Post by domh245 on Jun 15, 2018 19:51:05 GMT
It's great that the new trains are going to be built. They're badly needed IMO. One thing - do you think they'll add platform level doors (like on the JLE) in the deep level stations at some point after these new trains are introduced? Would be good if they did. Given that they appear to have backpedalled on UTO, and the rather empty status of TfL's coffers, I don't think we'll see PEDs or any other sort of non-necessary expenditure.
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Post by domh245 on Jun 15, 2018 13:31:14 GMT
Something that will be interesting to see is the bodyshells will be imported from Germany built and painted, with Goole doing assembly (รก la Newton Aycliffe), or if they will be more like Derby and put the shells together and do the paintwork as well.
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Post by domh245 on Jun 15, 2018 12:47:07 GMT
Does that mean that they'll be delivered with tripe stuffed seats, have whippet like performance, and be fitted with an overly cheery & chatty PIS who addresses everyone as "duck" or "pet"
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Post by domh245 on Jun 12, 2018 21:53:54 GMT
A couple of developments I've seen posted elsewhere: 1) The unit which went to France has now returned to Derby 2) There is some sort of press event/unveiling at Willesden on Thursday (although I've not heard about any units moving, nor are have any paths appeared in RealTimeTrains) 3) Renderings of the interior have appeared, featuring a new, darker (and greener) Moquette, along with confirmation that the base PIS used in these units will be the same as those on the Crossrail 345s
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