Liverpool drivers also sign 769s but for ecs moves only from Allerton Depot to Wigan or Victoria
I was talking about 769 work.
Was that why 769450 was sat at Southport all afternoon again…
Looks like it failed prior to departure with 1130 to Stalybridge
450 is by far the least reliable 769 in the fleet. I don’t know why they run it as opposed to the other ones.
If it has an incipient defect, that could be a precursor to the class in general. The most effective way to identify, and permanently remove the fault is to eliminate likely causes as they occur.
Northern has only eight 769s to support the six diagrams. At least one unit will normally be on exams and I believe one unit has to be on standby to rescue any failure, so no spares.
I know that, so why not keep 450 on maintenance given that it needs it or as the spare, rather than put it into service where it will fail?
Reversed to go to Allerton by any chance from the Eccles line doesn't take a genius.
My assumption was that it was being stabled there for Sunday, knowing that a daily Allerton - Wigan ECS move reverses there.
It was 5F01 from Manchester Oxford Road to Allerton which was sat at Lime Street for three hours due to the incident.
A woman was found dead on the tracks at West Allerton Station at 2226.
The average MTIN for the Northern and Welsh fleets are 944 and 1273 respectively. The Pacers were five or six times more reliable. Even the Cumbrian class 37s managed an MTIN in the 2000s.
Who knew, making them a straight DEMU makes them slightly more reliable!
If the pitiful 944 MTIN is for a duel power Northern unit, then it makes me wonder how the GW versions will cope working off 3 different power systems.
If all 86 319s were converted, the volume of work and consistency of what would be a production programme would have driven the infant mortality failures out earlier. Part of the problem with the 769s has been the relatively low rate of conversion, the number of different end products, the intermittent testing, mileage accumulation running and the availability of training drivers, - and of course the pandemic hasn't helped much at all.
The pandemic definitely won't have helped, but almost half the fleet were converted, albeit for different operators, and it's been 5 years now, three of those years being pre-pandemic.
But irrespective of how far they got before the pandeminc hit the railway, the actual quantities running were and still are very low and piecemeal conversion of anything is not likely to reveal common failure modes easily allowing them to be fixed to raise reliability.
Are they? One for the other thread but I thought the first obstacle was the drivers' dispute, until such time they're not really being anything?
