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Normal practice is not to have guard in front unit, as there is a driver there anyway.
Guard shouldn't be opening doors from unit not in the platform, however there is a different theory that says with gangwayed sets it's good practice for guard to walk down part not going to fit, and ensure no one is in wrong seats to alight by calling out move forward for X etc.
Southern region in slam door days would do this (no public address in 1970s) and were few stations with 5 or 6 car platforms served by 12car trains. In a way it's a modern problem.
I understood that the 730/2s are to be used on the routes with long-distance passengers, so Euston - Crewe and Birmingham - Liverpool fits the logic - but the, why also the all stations Euston - Tring/Milton K ??? Or is it just that there won't enough 350s (after the /2s have gone, obviously) to cover them.
The LNWR 730s are one 2+2 seated pool now, they'll mostly be used on routes that could do with 240m (12 car 350) so Euston - Crewe and MK/Tring. Single 5 car usage on Birmingham to Liverpool is to free up 350s for elsewhere, the Liverpool service is fine with a single 5 car 730. 350s will be mostly focused on London to Birmingham via Northampton in 8-car formations, the increase in WMR 3-car 730s removes 350s from WMR duties.
I understood that the 730/2s are to be used on the routes with long-distance passengers, so Euston - Crewe and Birmingham - Liverpool fits the logic - but the, why also the all stations Euston - Tring/Milton K ??? Or is it just that there won't enough 350s (after the /2s have gone, obviously) to cover them.
I don't know LNR's own rationale, but to me the logic of using 730s on the Tring semifasts and MKC stoppers is that these have comparatively less leisure traffic than the Birmingham service, but much peakier peak traffic, so 5 car off peak and 10 car peak will work fairly well. Whereas for Birmingham semifasts, 5 car would pretty much never suffice, but at some times of day 10 car would be excessive, though the option remains open to have these 8 car north of Northampton at all times but to add another 4 at Northampton for the busier part to Euston.
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The way UDS works is that you release from the first cab in the unit behind the one you want to release. Thus I'm confused as to why there'd be any issue with UDS 12 to 4 other than the risk of passengers missing their stop and so pulling handles or abusing staff (or both).
I don't know LNR's own rationale, but to me the logic of using 730s on the Tring semifasts and MKC stoppers is that these have comparatively less leisure traffic than the Birmingham service, but much peakier peak traffic, so 5 car off peak and 10 car peak will work fairly well. Whereas for Birmingham semifasts, 5 car would pretty much never suffice, but at some times of day 10 car would be excessive, though the option remains open to have these 8 car north of Northampton at all times but to add another 4 at Northampton for the busier part to Euston.
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Thanks, that's a logical explanation. I had thought that the 730/2s providing better accommodation than the 350s, so planned for longer runs, but that doesn't seem to be a factor (or even true).
Who in Siemens? I'll double check with the Siemens engineer - they sit opposite me, although currently away from their desk.
Siemens are fitting ASDO (and associated mods) but it is not currently operational. The first unit with the mods is 350401 with additional switches in the cabs.
Well obviously I don't have a name as I was not part of that conversation, not that I would be posting it on here regardless! At a minimum it would be the designated person at fleet, however my understanding is that it was raised with H&S reps with similar roles within Siemens.
I'm passing on information that has been released internally by H&S reps (both driver and conductor) and company council from work that has been ongoing since at least when our depot first got hands on with the 730s. Whether you accept that or agree, doesn't really interest me
I am aware of the fitting of ASDO modifications to the current fleet, no different to the adding of body side cameras which are also not for use.
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The way UDS works is that you release from the first cab in the unit behind the one you want to release. Thus I'm confused as to why there'd be any issue with UDS 12 to 4 other than the risk of passengers missing their stop and so pulling handles or abusing staff (or both).
The reason was in the documentation we as guard have, it clearly stated 12 UDS to 8 and 8UDS to 4 and that 12 UDS to 4 was not permitted.
I don't think it was ever tested or considered necessary.
It is rather cumbersome as the auto announcement plays in the rear 4, then waits, then plays in the middle 4 so it does take some time to do which considering between say Nuneaton and Atherstone where we have regular issues with it, where the gap is roughly 5 minutes between stations, I'd doesn't really give passenger's at the very rear anywhere near enough time to walk through if its a busy service.
Obviously good announcements throughout the journey will help, but these are ignored largely currently so I don't expect that to change. Just means more passenger's are likely to be caught out.
Obviously good announcements throughout the journey will help, but these are ignored largely currently so I don't expect that to change. Just means more passenger's are likely to be caught out.
Before the pandemic (might still apply now) I regularly caught 12 car evening trains from Euston where only the front 4 cars ran beyond Northampton to Birmingham. From standing at Euston and forward, on the rear 8 cars the exterior screen displays said 'this part for Northampton' as did the interior ceiling ones. The announcements in the rear 8 cars were all ' this is the .... service to Northampton calling at... ...'; conductors would also announce running down the bank. But still there were plenty of passengers in the rear 8 cars who made no attempt to move forward at Northampton. As a passenger alighting there I did try to tell passengers who showed no sign of moving that they should move forward, but gave up because the response varied between denial, indifference and hostility and only very occasionally gratitude. It's difficult to understand how people can be so oblivious to anything outside their bubble, wouldn't rate their survival chances in an 'incident'.
People will surely arrive at Crewe claiming that 'the train didn't stop at my station'.
Before the pandemic (might still apply now) I regularly caught 12 car evening trains from Euston where only the front 4 cars ran beyond Northampton to Birmingham. From standing at Euston and forward, on the rear 8 cars the exterior screen displays said 'this part for Northampton' as did the interior ceiling ones. The announcements in the rear 8 cars were all ' this is the .... service to Northampton calling at... ...'; conductors would also announce running down the bank. But still there were plenty of passengers in the rear 8 cars who made no attempt to move forward at Northampton. As a passenger alighting there I did try to tell passengers who showed no sign of moving that they should move forward, but gave up because the response varied between denial, indifference and hostility and only very occasionally gratitude. It's difficult to understand how people can be so oblivious to anything outside their bubble, wouldn't rate their survival chances in an 'incident'.
People will surely arrive at Crewe claiming that 'the train didn't stop at my station'.
Perhaps wandering off too much; but sometimes one gets the last laugh...
I was, luckily, travelling from International to Northampton when the line towards New St was shut, so down trains were reversing there. When a train arrived, I waited while all the (naturally grumpy) down passengers alighted but, on going into the First compartment, I was surprised to see a young man who hadn't been on the platform. He had clearly already been on the train but was in a VERY LOUD and IMPORTANT business phone call. I attracted his attention and signalled by pointing that then train was now going in the opposite direction. He briefly looked at me with disdain and carried on talking. We set off, and he finished his conversation so I spoke to him to tell him the train was going back to London. He just waved me away with his hands and said something rude.
What was interesting then was, that at each station, he looked out, presumably read the station name, and clearly became more and more puzzled - weren't they familiar?? Eventually, he stood up and carefully studied the route map over the door, went back to his seat, collected his belongings and got off at the next station. Interestingly, he avoided eye contact with me the whole time...
Oooh. Looking forward to having a go - if anyone gets wind of what diagram and what day that'd be brilliant, as I'm sure I can coincide a trip to the office with it!
Oooh. Looking forward to having a go - if anyone gets wind of what diagram and what day that'd be brilliant, as I'm sure I can coincide a trip to the office with it!
That's what I thought but I didn't think they took over until the December, or was that just the difference in time between being given the franchise and formally taking over?
To be fair the orange ones will be a bit Spartan as they're intended to replace the 323s on short trips. From looking through the window the interior looks broadly similar to the 700s but with a different type of seat.
That will of course, as winter approaches, beat a 319 with no working heating!
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That's what I thought but I didn't think they took over until the December, or was that just the difference in time between being given the franchise and formally taking over?
I'm not much of a train buff, but they do look decent and I've been told they are nice to drive. Just need to make sure they're as reliable as the 350s
I'm not much of a train buff, but they do look decent and I've been told they are nice to drive. Just need to make sure they're as reliable as the 350s
To be fair the orange ones will be a bit Spartan as they're intended to replace the 323s on short trips. From looking through the window the interior looks broadly similar to the 700s but with a different type of seat.
They’ll be miles better than 323s I should think - 2+2 seating with tables, carpet, air con, LED lighting etc. They’re no 350/4, but equally they’ll be quite a step up from either the 319s or 323s, which is, after all, what we should be comparing them to.
Absolutely! I'm prepared to give the 777s another chance, it's been a good few months since my first experience with them, but I already predict that I'll like the 730s more.
If the seating on 730s is indeed the same as those in 720s, then I suspect I will be fine as I didn't have any issue with 720s
Absolutely! I'm prepared to give the 777s another chance, it's been a good few months since my first experience with them, but I already predict that I'll like the 730s more.
I've given the 777s another chance and they were as bad as the first time - utter and total junk, from an interior design point of view. Glad I'm no longer a local and so won't be using them often.
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Bonus points if you said it out loud, then pointed at him and laughed!
