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Thatcham Crossing
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« Reply #45 on: June 12, 2014, 17:03:57 » |
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For balance I was on another 166 THA-PAD» earlier today and the aircon was working well - it actually felt cool stepping on board :-)
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grahame
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« Reply #46 on: June 12, 2014, 17:07:09 » |
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Unless one of the two workings was booked for 2x ThamesTurbo (2-car + 3-car) and one has been uncoupled to cover the Adelante diagram?
Turbos don't have SDO▸ and so can't work in multiple on the Cotswold Line - even two 2-car units would be too long for some platforms. Can I just double-check here. To me "No SDO" means that doors can't be opened / released along a part of the train backwards or forwards of particular points. Is it possible to do single door opening (when not running driver only)? And if a single door is opened in that way, it it then possible for the train manager to open a second door with an outside release, as is done on 15x units sometimes? I'm looking into the art of the possible should these units head out further west and be serving the likes of Avoncliff and Dilton Marsh. |
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Coffee Shop Admin, Chair of Melksham Rail User Group, TravelWatch SouthWest Board Member
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ChrisB
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« Reply #47 on: June 12, 2014, 17:27:55 » |
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Not easily, except locking doors out of use ( leaving the one working)...but I hate to think of the problems getting everyone out in an emergency if you did do that.
You would have to lock entire coaches out of use basically
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Network SouthEast
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« Reply #48 on: June 12, 2014, 17:50:23 » |
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The difference between the Sprinters and the Turbos Grahame is that on Sprinters the guard has full control over the doors. The guard can release the local door (the one they are standing at) and all doors.
On the Turbos the driver controls door operation. They only have the option of releasing all doors. On Turbo services worked with a guard, the guard communicates to the driver using the "10 Bell" system.
The rulebook prohibits two doors on the same side of a carriage being locked out of use, along with the first set of doors in the leading carriage and the last set of doors in the rear carriage. As Chris says, if you lock out a door the emergency egress handles don't work as the door is locked. The rulebook says in these circumstances you must lock each affected carriage out of use.
The convention when a Turbo running in multiple has to stop at Appleford, Culham and along the Cotswold route is to lock out the rear unit(s).
So Turbos will need some kind of modification in the future to stop at stations such as Dilton Marsh, Melksham and others. There is rolling stock out there that has been retrofitted with guard door operating panels in the saloon so this may be considered in the future for the Turbos.
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IndustryInsider
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« Reply #49 on: June 12, 2014, 18:53:52 » |
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My experience of the 166s over the last couple of weeks is that the air conditioning is a vast improvement on the old system, but still far from perfect. The old system used to only work very rarely, the new system seems to work a bit more often than that.
That's a very fair assessment. And when it's working the windows locked shut makes it a very pleasurable experience. The trouble is, when it's not working and now that the windows are locked shut, it very quickly becomes a greenhouse. So staff have to be more proactive in checking (and to be honest some just don't give a monkeys) in order that windows can be locked shut or open as the circumstances dictate. For example, a lovely warm day like today and if the air-con isn't working the windows have to be open, but should it then be a much cooler evening/night then the windows have to be locked shut again as the passengers can no longer do so. All in all, when it's working it's a better environment, and when it's not it's potentially a worse environment. |
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/ |
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sprinterguard
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« Reply #50 on: June 12, 2014, 19:57:16 » |
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Were the class 150s retrofitted with intermediate door controls? Did the 150/2s get these from new?
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All opinions are my own.
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Southern Stag
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« Reply #51 on: June 12, 2014, 20:18:04 » |
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Both 150/1s and 150/2s were only retrofitted with them. The 150/2s were fitted with intermediate door controls by Wessex when they refurbished the units and the 150/1s were fitted with them by FGW▸ when they transferred to them.
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grahame
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« Reply #52 on: June 12, 2014, 21:17:18 » |
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Many thanks for filling me in on the operation of 16x doors; interesting to note that 150 retrofit wasn't a show stopper. I am far better informed now`!
Two carriage units at Melksham, where the doors are not at the outer ends, call for accurate stopping but it can be (and is sometimes) done. I'm not sure how awkward that would be on a regular hourly basis.
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Coffee Shop Admin, Chair of Melksham Rail User Group, TravelWatch SouthWest Board Member
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Southern Stag
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« Reply #53 on: June 12, 2014, 21:57:34 » |
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Remember Turbos have 23m carriages compared to the 20m carriages of 150s too, so that may make a difference at Melksham. The unions are unlikely to accept the current method of door control on the Turbos when they move West anyway.
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ChrisB
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« Reply #54 on: June 13, 2014, 10:47:34 » |
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Be interesting to see if the DOO▸ operation is maintained :-)
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TaplowGreen
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« Reply #55 on: August 30, 2014, 10:57:01 » |
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seems to have been on the rise again this week with loads of short formations/"train faults" both on local and long haul services, lots of comment on the FGW▸ Twitter feed regarding this too, especially affecting long distance trains around holiday times when loadings are heavier......any thoughts from those in the know?
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a-driver
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« Reply #56 on: August 30, 2014, 14:33:44 » |
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seems to have been on the rise again this week with loads of short formations/"train faults" both on local and long haul services, lots of comment on the FGW▸ Twitter feed regarding this too, especially affecting long distance trains around holiday times when loadings are heavier......any thoughts from those in the know?
The local Thames Valley fleet is currently stretched to the limit. At least 2 3-car trains are out for a start for a refresh/refurbishment and installation of a wheelchair accessible toilet. Any day to day failures will result in a short formed train as there is no spare capacity. |
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IndustryInsider
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« Reply #57 on: August 30, 2014, 18:07:19 » |
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Any day to day failures will result in a short formed train as there is no spare capacity.
The fleet really is being stretched to the absolute limit these days, unlike in times gone past. |
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/ |
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Alan Pettitt
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« Reply #58 on: August 30, 2014, 21:22:20 » |
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Be interesting to see if the DOO▸ operation is maintained :-)
That would be good for revenue, the driver could sell tickets through the window before opening the doors  |
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TaplowGreen
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« Reply #59 on: August 30, 2014, 22:11:41 » |
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Any day to day failures will result in a short formed train as there is no spare capacity.
The fleet really is being stretched to the absolute limit these days, unlike in times gone past. Ah OK so the trains are as knackered as the signals!  |
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