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40052

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  1. That would explain things although it is more than a one-off run as it was back in York (platform 6 this time) at about 4pm with pan up and headlights still on, so I assume it arrived on electric. Crew changed ends and put front pan up ready to depart South. Had a look inside the train as the lights were on and the only activity (other than a couple of drivers eating their bait) was one chap with a laptop in first class.
  2. 800201 stood in platform 7 at York this morning at 09.15 with it's pantograph raised. Didn't see it arrive or depart as I was changing trains and didn't have time to wait around so unable to say if it moved in this state. This seems to be a regular training/test run but it has been on diesel over the last few weeks, have things changed regarding running on electric North of Doncaster?
  3. A NoL set did venture north of York, but not under it's own power. It was hauled to Polmadie by two of Eurostar's 37s with match wagons, to commission the work done on the carriage cleaner which had been adapted to retract as each articulated bogie passed by - it worked. We also took the set into Glasgow Central to check signal sighting in the station, the set was propelled into the platform from the last signal before the station (the train left Polmadie with a 37 and match wagon on each end), an interesting move! The train was stopped in both Newcastle Central and Edinburgh Waverley stations at what was the expected 'in service' stopping point to identify where marker boards should be placed at either end of the train.
  4. I think those photographs are taken at Doncaster rather than Peterborough?
  5. During the time I was involved the plan was two return trips London/Paris (one leg via a diversionary route in France) and one return London/Brussels for each set. Whole thing re-run if any pre-agreed fault occurs. Marseilles wasn't in the plan but they may be looking to run the trains there for next summer to increase capacity if this year's trains have been a success?
  6. Part of the acceptance process - each set having to perform a number of fault free runs between London/Paris/Brussels. These convey testing staff so may be designated as a 'passenger' service rather than ECS.
  7. The photo in post 71 isn't at Temple Mills - only two sets have been delivered to date. It's probably taken at the Siemens test centre at Wildenrath (looks like a german railway type of sign - orange W - on the shed wall). I believe testing on HS1 starts this week so may explain the set at Dollands Moor.
  8. 68009 and 68011 stabled at York station tonight when I passed at 18.30
  9. There is one on the down side embankment just south of Longlands Junction (Northallerton) - I'm sure it has Y/D on it which I assume is York/Darlington?
  10. The picture of 25066 + 25? - the way the platform edge is painted suggests to me, Stirling? I know it's a long way from Wales but it does look the up main platform. Graham
  11. It's quite a while ago now and my memory isn't what it used to be but I seem to recall that when the chord between HS1 and NLL was designed in for through regional eurostar services from the WCML (and potential frieght services) it was envisaged that Stratford would be the 'London' call for these trains. As Eurostar didn't - and still hasn't - got a licence to carry domestic passengers within the UK, Stratford was designed as a pick-up for outbound and set-down for inbound continental passengers. I doubt that many trains starting from or finishing at St Pancras would have called at Stratford as the 'regionals' would provide capacity for business travellers to/from the Docklands area. Regionals from the ECML would have had to go into St Pancras and reverse - this route exists - as there is no direct link between the two routes. The chord from St Pancras to the NLL was designed mainly for ecs moves as, at that time, Eurostar still planned to operate the depot at North Pole - as a point of interest you can see that the lines out of the international platforms are dual speed signed - the speedos on 373s show kmh when the train is in HS mode and mph when in classic BR/AC mode (as it would have been for access to the NLL). The regional services were going to have passenger check in at stations - a number of lounges were built throughout the UK network - and outbound security was to take place onboard using portable equipment which would be taken off at Kensington Olympia (prior to HS1 opening) for return north. I think the regional services had been abandoned before HS1 opened so I don't suppose any detailed planning on security north of London took place.
  12. I think a quick look through the timetable will show very few ECML trains offering a full restaurant service these days - probably no more than 10%, if that. This started during NXEC days and has been continued by East Coast. In effect, withdrawing these remaining services wont be as big a change as might be imagined. Most services now offer an at seat service in 1st class of either' light bites' or something a bit more substantial which means there are effectively three levels of service across the day with varying levels of staff. East Coast must have come to the conclusion that standardising the catering provision will save staff and reduce food stock costs whilst still providing a food provision attractive enoughl to persuade people to still travel first class in these times of belt tightening in the private sector and cost cutting in the public sector. As for having specialised sets at peak times - ICEC used to run MkIV 'Pullman' sets with 3 firsts with the remainder of the sets as two firsts. There was also the seating area in the catering vehicle which faced the first class area. GNER standardised the sets on three firsts with the restaurant transferred into an open first and the catering vehicle being turned to provide extra standard class seating. The HSTs still have the catering vehicle seats as first class but these sets only have two firsts with less seats than the MKIVs, so it's unlikely that any de-classifying will occur as a result of the catering changes given the much more profitable yield from a first class fare as apposed to a standard class one.
  13. l think it has been mentioned before - the 373s had their ribbon speedos replaced by a digital display, showing actual speed with an up/down arrow indicating when speed is increasing or decreasing, a number of years ago. When the Eurostar platforms at Ashford were adjusted to continental height above rail head - the track was raised - and electrified at 25kv ac this allowed the 373s to run through the Ashford connection whilst still in HS mode (when in this configuration the bottom step at each passenger door is deployed to bridge the gap, hence the need for a change in height at Ashford otherwise the bottom step would foul the UK height platform). The speedo shows kmh over this section and the lineside speed signs indeed do show dual speeds. TVM is armed/disarmed on the chord lines linking the station to HS1 and AWS/TPWS is in operation over this stretch of line. As a matter of interest the 373 cab display will no longer show mph in normal day to day operation as this is only activated in dc mode (removed) or BR/AC (373/1 not passed for operation over BR 'classic' OHL).
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