IETs into passenger service from 16 Oct 2017 and subsequent performance issues

[whole diary]

[broadgage]

I wonder what has happened to this "essential requirement" ? I presume that Hitachi have found some wiggle room whereby the failure to couple reliably is now a customer problem and not a supplier problem.

Well if it’s due to the state of the track being uneven in the station then yes.

True.
Does anyone know what the problem is ?
If defective track, then network should get a move on and rectify it.
If defective trains, then hitachi should make them work.

[stuving]

Does anyone know what the problem is ?
If defective track, then network should get a move on and rectify it.
If defective trains, then hitachi should make them work.

As I recall, Hitachi did all their tests (with their staff) and reckoned the coupling performance was within spec, but when done during operations by GWR^▸ (Great Western Railway) staff it has been a problem. The couplers themselves are made by Dellner, and assuming they are standard items it is unlikely they are the issue. Coupling trains automatically, even on sharp curves and uneven track, is hardly an unfamiliar task.

But that leaves the rest of the train's systems, GWR's staff training, and the effects of running in service on the train/coupler hardware. I've not heard whether an agreed conclusion has been reached - but obviously that "agreed" can pose problems in a case like this. Note that the nature of the supply contract is not big factor here; it's pretty much a "normal" manufacturer/customer issue.

[SandTEngineer]

According to an Industry Insider on the WNXX^▸ (Stored Unserviceable, Mainline Locos HQ All Classes) Forum (no, not our one), the coupling problem is being caused by the electrical connector jamming half way in its housing when being deployed.  So, very much an HITACHI problem.

[broadgage]

For several reasons, I strongly suspect that the hitachi trains are at fault.

1) I doubt that the track is at fault, or network rail would hopefully have fixed it by now.
2) I doubt that GWR^▸ (Great Western Railway) operating staff are at fault since they are generally well trained for a demanding and safety critical role. Coupling trains via a largely automatic system sounds simpler than driving, and should be well within the capabilities of anyone whom can safely drive a train.
3) The general build quality and reliability seems poor, note the ongoing toilet and reservation system faults.

And finally the preceding post suggests that this is a supplier problem.

[IndustryInsider]

It’s a combination of all three.  The track at certain locations (Swansea is one, certain platforms at Plymouth another) needs looking at. Similar problems have now largely been resolved with the 387 fleet that were regularly occurring at Reading so these issues can be resolved.

It is true that the train itself sometimes doesn’t want to play ball. 

And finally drivers are still learning the (convoluted) official coupling procedure and many have yet to couple /uncouple since they passed out as competent many months ago (in some cases years), so experience level is low for many.

All of which should get better over the coming months, and will need to to get better by December when coupling/uncoupling becomes much more regular.  That’s one of the biggest risks to a successful delivery of the new timetable IMHO^▸ (in my humble opinion).

Oh, and reservations have been working on all the trains I’ve been on in the last three weeks, so that issue (which largely affected the 9-car units) has improved a great deal.

[WelshBluebird]

GWR^▸ (Great Western Railway) have done coupling and decoupling in service for years though, even at places like Temple Meads where the platforms have severe curves.
If it hasn't been an issue before, and only is now an issue on the new trains, then surely the trains are the issue?
If the procedure is convoluted then surely that is a Hitachi problem?

[IndustryInsider]

Modern coupling systems seem more rigid than previous ones - hence all the problems with the 387s I mentioned.  To prevent damage I guess?  Track work to make sure there a no dips at the coupling points thereby making sure the couplers are vertically aligned can usually solve problems, though it may continue to be an issue where there is a lot of curvature.

The coupling procedure (as agreed by Hitachi and GWR^▸ (Great Western Railway)) is far more convoluted than it needs to be and compared with other traction types.

[TaplowGreen]

Worth remembering as the blame is shifted between GWR^▸ (Great Western Railway) & Hitachi that this is first and foremost a problem for customers, and try not to lose sight of the impact on them as a consequence of shortforms etc.

[rower40]

First - apologies if this issue has been raised somewhere in the preceding 113 pages.  A simple search for "flicker" didn't come up with anything on this thread.

Last-but-one Saturday was my first encounter with (ordeal on?) an IET^▸ (Intercity Express Train).  I found the LED customer information display very hard to look at, as its refresh rate made it flicker when in my peripheral vision, but was almost steady when I looked straight at it.  As it's most of the width of the ceiling, if I looked straight at the left-hand edge of the display, the right-hand side flickered, and vice versa.

Why can't the display be configured to flash at (say) 10 kHz (so that it appears steady), rather than 50 Hz?  It's not being fed off mains!

I've written to GWR^▸ (Great Western Railway) advising that this is detrimental to health - certainly for those prone to migraines or photo-sensitive epilepsy.  After all, we get warnings on the TV news that "this report contains flash photography" - these displays are (to me) far more hazardous than watching sporadic flashes off the TV.  I wonder whether they'll take any notice or action.

Has anyone else noticed this?  (If it appears somewhere upthread - apologies again and can someone provide a link?  Thanks!)

[jamestheredengine]

Last night's episode in the continuing 1B46 (1648 Cardiff to Swansea) trolley debacle. Got on in coach J, to be in the same half of the lousy 5+5 formation as the guard, despite its being the wrong end for the exit at Neath. Asked the guard directly, "Is there a trolley on this train?" Was assured that there was and that it would be through shortly. Must have been one of those invisible trolleys. Either that or standards have now fallen so low that GWR^▸ (Great Western Railway) guards now lie to customers.

[CMRail]

Last night's episode in the continuing 1B46 (1648 Cardiff to Swansea) trolley debacle. Got on in coach J, to be in the same half of the lousy 5+5 formation as the guard, despite its being the wrong end for the exit at Neath. Asked the guard directly, "Is there a trolley on this train?" Was assured that there was and that it would be through shortly. Must have been one of those invisible trolleys. Either that or standards have now fallen so low that GWR^▸ (Great Western Railway) guards now lie to customers.

There are many reasons other than the guard why the Train Manager told you it was coming through. He/she aren’t directly related to the catering crew and they mainly join/leave at different points on the route. Possibly, the trolley had been a stationary one and the words quietest PA^▸ (Public Address) on the 800s was inaudible. I highly doubt that the TM^‡(resolve) lied to you deliberately.

[JayMac]

A good Train Manager should be fully aware of the staff he has aboard his train. In an emergency he may well need their assistance.

[broadgage]

I also doubt that the train manager deliberately lied.
It seems possible that has was unaware that the trolley had just hidden, or was about to hide.
Better get used to it, all part of the great downgrade.

[Timmer]

A few 5 vice 9 IET^▸ (Intercity Express Train) services for the morning peak again this morning. Now Hitachi now have the full fleet to draw on, what assurance can be given that they can supply the number required once the much enhanced timetable starts in December when this is still happening on the existing timetable?

[Robin Summerhill]

A few 5 vice 9 IET^▸ (Intercity Express Train) services for the morning peak again this morning. Now Hitachi now have the full fleet to draw on, what assurance can be given that they can supply the number required once the much enhanced timetable starts in December when this is still happening on the existing timetable?

Not only today, of course.

As many know, yesterday there was a failed freight train blocking one line between Bath and Bathampton, which resulted in alternate Bristol to London and vice versa services running via Badminton. Therefore only an hourly service was being provided to Chippenham and Bath.

I went down to Bristol for the monthly Retired Railway Staff gathering on the 1030 ex-Paddington to WSM, 1143 from CPM^» (Chippenham - next trains). The trains before and after it were diverted (so to all intents and purposes cancelled as far as local passengers were concerned), and this one turned up short-formed with a 5-car set.

Whilst I am aware of, and had experience of, severe overcrowding on trains in the peak, one does not really expect to find a full and standing train at 1143 on a Wednesday morning...

Just to add insult to injury, between Bath and Bristol this train, that was bound for WSM, had an automated announcement running telling passengers that the train would be terminating at Bristol.

GWR^▸ (Great Western Railway) can clearly not be held responsible for a freight locomotive failing. They can be held responsible, however, for short-forming a train on a service that was already suffering a 50% cancellation rate at the time, and also the automated announcement system which appears to be uncontrollable by anybody on board.

This is not the level of customer service that passengers expect and deserve in 2019.