Ron Ron Ron

The train design is modular and has been specified to be operated with up to 12 cars maximum. With the shorter half set pairs being 5 or 6 cars long. Existing 9 car trains can be extended to 10, 11 or 12 car formations, by adding additional vehicles. A 5 car can be extended to anything up to 12 cars long. There is no need to convert, or remove cabs in order too extend the trains from their current configurations.. Notwithstanding, any big changes would mean a significant rewriting of the 27.5 year leasing arrangement between the DfT and Agility Trains (the owners). .

How old is the Lenz kit and has its firmware/software been updated? If it has been a good few years, it will still all work, but it would be useful to have these updates done by the importing agent. If the main unit is the LZV100 command station/booster, then this unit is still the current model, although out of production, awaiting the replacement LZV200 to arrive. Note: The new LH101 handset will only work with version 3.6 software (and later) installed on the LZV100. As for newer DCC systems....there are quite a few, many with better usability and additional features; but the Lenz system remains as a solid, reliable option, even if quite antiquated by modern standards. List what bits and pieces of Lenz kit you have and members could advise on what could be reused with other systems and what is restricted to use only with the Lenz system. .

The mini-jack to mini-jack lead supplied with the EZ Command Booster, is used to connect this Booster to the Track output on an EZ Command, or Dynamis (original model) system. With this connection, the EZ Command Booster "reads" the track output from these systems to obtain the DCC command signals, which it then amplifies (boosts) to produce its own track power output. As you point out, the Dynamis Ultima is a better specified system than the original model, in that it has a proper output for connecting with additional Boosters. The CDE Booster output should comply with the NMRA standard S-9.1.2. known as the Power Station Interface. A cable connected to this output is commonly known as a Control Bus. It would normally be used to connect with Boosters that have an appropriate CDE input, which the EZ Command Booster doesn't have. The C & D wires carry the control signals. The E wire carries feedback from the Booster and I understand it is optional. I don't know if the CDE cable can be connected to the mini-jack input on the Bachmann EZ Command Booster, by splicing the the wires? Hopefully someone else can advise on this. Otherwise it might be a case of wrong Booster purchased. Why not try asking Bachmann technical help.... http://service.Bachmann.co.uk Good luck. Ron .

The IEP recognised that there would be a number of issues resulting from the specification, including both the selection of 26 metre vehicles and the length of the trains, either in longer configurations or with combinations of the half length sets. All those issues (inc. gauging etc,) were transferred to the infrastructure operator to resolve, while the IEP concentrated on procurement of the trains. If there are problems with the length of the train, surely the ownership of those problems should lie with the DfT, or NR or with any decision to operate these trains on stretches of line, or routes, where they were not originally intended to go? .

Demolition work gathers pace......

JST, A certain seller in Sheffield has a few Hornby Boosters left. It appears that Hornby have run out of stock and it's likely there won't be any more of this model of Booster. Hornby web site says..... .

Ah! I see what was being said now. Thanks. Ron. .

Not sure if I've misunderstood you Andrew, but that method (no 4) effectively works as a "sniffer". The track power input connection is only used to extract the DCC signal information from the track or power bus in the adjacent Power district.. Connecting the Bachmann EZ Command to an EZ Command 5 amp Booster can only be connected like this, as the only output from the EZ Command (main unit) is track power. The ECoS ECOSniffer ports can take a track power input from another DCC systems track power output, with the ECoS just reading (sniffing) the DCC commands from that other system. . .

If I understand it correctly, GWR have now commenced running the HEX.

It's a little ironic that the only time I've heard about Mick Cash not talking cr*p, is when he's talking about cr*p. .

That's not new news Jamie. It was reported on a couple of months ago. Hitachi took on several hundred extra contract staff not only to deal with the highly concentrated peak in Class 385 and Class 800 series production, but in anticipation of winning the LU Piccadilly Line contract for new tube trains. As it is, Hitachi have missed out on the Piccadilly line contract and 385 and 800 series production will start to slow down in the new year. When Hitachi committed to the Newton Aycliffe factory, they had hoped to sell their AT100 and 200 series trains into the UK market, which if successful would have provided work well into the next decade, but since then CAF and Stadler have appeared on the scene and bagged big orders, leaving Scotrail as the only AT200 customer to date. Had the Class 800 series production been scheduled over a longer delivery period and had they not farmed out some production to their new acquired Italian plant, the prospects for Newton Aycliffe may have been a lot better. However, they are still hoping to win the HS2 rolling stock order, in conjunction with bid partners, Bombardier. .

My memory is a bit murky and vague on that one, but I think at the time (it was some 20 years ago IIRC?), it was more to do with local market differences and UK/EU legal requirements, rather than QC. e.g. Rust proofing, thicker window glass, crash testing, better quality interior materials etc. Although the Swindon Build quality is supposed to be very good. .

Some ideas for the new Leeds HS2 station.

"Bring Out Your Dead" Not to be outdone by the huge archeological excavations taking place at the former burial ground alongside Euston Station, Birmingham is muscling in on the act with its own "big dig". https://www.birminghammail.co.uk/news/midlands-news/hs2-exhume-thousands-brummies-who-15328366 (No jokes please, this is a grave matter). .

I assume your Smart booster is the SB5 ? The SB5 Smart Booster contains the Command Station and a Booster. When used with a Smart Booster, the PowerCab handset only operates as a Cab (i.e. Throttle) and its internal Command Station and Booster functions are redundant. Additional Boosters are connected to the Command Station (inside the Smart Booster) and to each other, via the Control Bus. There is a Control Bus output on the Smart Booster. They are daisy chained together. The Control Bus only carries the Command Station DCC signal output and not track power. i.e. inside the SB5, the signal is taken off prior to the internal Booster section. The NCE web site will indicate the total number of Boosters that can be used with this particular system. You can add NCE's own DB5 Booster, but because this is a "dumb" Booster system, other brands could be used instead. Each Booster will require its own power supply (transformer, power brick, or whatever). .

Aylesbury to almost triple in size.

A few days ago on this thread, the discussion was around the accusation that HS2 would spoil the countryside along its route. It was pointed out that plans for heavily developing Bucks and south Oxon would have more of an impact. There's an article on the BBC web site today about the plans to build a Million new homes in the Oxford to Cambridge corridor, along with the huge amount of infrastructure, shopping centres, work places etc, needed to go with those homes. https://www.bbc.co.uk/news/science-environment-45991203 .

Goodness knows what the heads of the parent Hitachi company, back in Japan think about all this and the damage to their reputation it might cause them. Hitachi are renowned for producing quality trains in Japan, that are well built and run reliably. They have had a large involvement with producing the various models of Shinkansen high speed trains over many years, some of which have been built for and run successfully in export markets. Even in the UK, they supplied and maintain a very successful fleet of HS trains, in the form of the Javelins (despite some early teething issues). But here with the European built Class 800 series, there are serious problems. Although the body shells and major structural components are made in Japan, we are told that most of the trains sub components, traction elements, power supplies, interiors and systems (80% of value), are supplied by UK and other EU based manufacturers. Apart from the handful of pre-series trains, final assembly has taken place at a brand new facility (Newton Aycliffe) with a newly recruited workforce. To top it all, some of the 800 series fleet (most of the 802's) are being assembled at an Italian facility, with a terrible past reputation. So where does the fault lie? Those who specified the trains? Various or certain sub contractors? At the assembly plant? .

I won't take issue with the rest of your post (rockershovel), but I will challenge you on your first point..... Clearly it's not possible to "make a profit from anything and everything", but as far as passenger rail services (in the UK) are concerned, many of them are run quite profitably. Hence the large payments made to the government by the TOC's running those profitable services. There are a few franchises that some would say are inherently loss making, by the nature of the geographic and economic areas they cover (e.g. Wales & Borders and Northern). Aggregated across the whole network, passenger services are running at break even. Recently at just over break even. The franchise under discussion in this topic, Inter City East Coast (ICEC), has been profitable under the previous two operators, East Coast and VTEC. VTEC were getting a larger return from the operation than the previous incumbent, East Coast. The profitability of the ICEC train service operation on this route is not in doubt. It was the terms of the franchise agreement that "did it for VTEC". What is most certain, is that the very high cost of maintaining and renewing the legacy infrastructure, could never be made profitable in isolation. .

At the moment, it isn't just the IC East Coast franchise. The next problem brewing is Anglia and if Abelio say cheerio, don't expect a rush of willing bidders there either. .

No it isn't fully formed in the sense of what they appear to be aiming for, i.e. re-letting the franchise, but under some sort of partnership arrangement with the infrastructure operator, NR. I thought this was fairly clear when Chris Grayling first announced the partnership idea. .

DOR were still in existence as a live company earlier this year, although not trading. DOR ceased to function when all its shares in East Coast Mainline Ltd (trading and branded as East Coast), were transferred to the new franchise holder, Inter City Railways Ltd (owned by Stagecoach 90% and Virgin Group 10%) in 2015. **n.b. - Inter City Railways Ltd, traded under the Virgin Trains East Coast (VTEC) brand. But, that wasn't the end of it...... From the DfT.... When the franchise with VTEC was terminated, ownership of East Coast Mainline Ltd was a transferred to DfT OLR Holdings Ltd (DOHL). East Coast Mainline Ltd now trades under the LNER brand. LNER are the company running the train operation. LNER is owned and managed by DOHL, which in turn is owned by the Secretary of State for Transport (i.e. the DfT). From Mike's previous contributions, my understanding is that DOHL is run largely by outside consultants. I don't know the current status of any such arrangements. .

Not directed particularly at you, but that typifies the use of poor and inaccurate language around this subject and how that allows people (the press media and politicians in particular) to twist and frame discussion to their own agendas. It's also not helpful for ordinary members of the public to understand the true nature of the situation and has lead to majority opinion being muddled and misinformed. A clue..."government run train service"......what does that mean, if anything at all ? .

The proposed HS2 stations will not just be built as stand alone entities. Work is in hand to develop the station environs and other surrounding areas, with the aim of maximising and fostering economic growth around the stations. DfT owned, London & Continental Railways are a key player in this work. (note: LCR are now completely divested from any involvement with HS1 (CTRL). They are the successor to BRB (Residuary) Ltd, which they took over a few years ago). http://www.lcrhq.co.uk/our-business/hs2-growth-partnership/ https://www.insidermedia.com/insider/midlands/regeneration-giant-lined-up-for-hs2-project .

HS2 Trains. Talk about two of the bidding consortia in Rail Technology Magazine...... Hitachi & Bombardier: A high-speed legacy Alstom: Creating something special .