I never said they did have visibility, merely replied to you to say the Train manager does move about and does check tickets on all trains I’ve been on. (maybe I’ve just been lucky and had a guard doing the job they are paid to do?)
It'll be almost exactly like the TFL process. Tap a bank card and the overnight reconciliation will work out if the card was 'tapped-in' prior to the revenue check tap or not. If not, then a maximum fare is charged. The person doing the tapping gets no indication for contactless taps. For Oyster/ITSO cards, because taps are actually recorded on the card itself as the start of a journey, the device can indicate this, but policy on Merseyrail might be to handle it via their office based employees who will be able to see the details of the card holder and write out for a penalty fare. Or just charge a maximum fare if the card has credit/payment details attached.
That makes sense, thanks for clarifying. If I remember rightly the offer prior to the agreed one said guards would be trained to issue penalty fares, but it was rejected, removed, and accepted.
Doesn’t sound too hopeful for a mass rollout of battery trains anywhere in the near future then.
That depends if the failures are on the battery system itself or more general faults with doors/dispatch system/ or other non battery traction systems
Battery faults and power changeover faults (switching from 3rd rail to battery or vice versa) seems to be a regular problem. Nothing new.
Perhaps no-one has yet completed "Class 777 Training Manual" module 13: 'How to de-couple'?
What is causing the changeover faults? Should be no different to changing from third rail to overhead.
This reminds me of the 769s - is the switch over from 25kV AC to diesel and/or reverse fraught and avoided ?.
The 769 changeover at Bolton takes a few seconds. Same for the 313s at Drayton Park. I assume the 717s are similar. It would be interesting to compare miles per failure between the two types of 777.
I've heard of issues with shoes refusing to lower and things like that, but don't know much more about them in all honesty!
Well that is an unnecessary complication straight away. Why do the shoes need to move? The 313s ran all the way to Royston with fixed shoes.
And how are they struggling to do that, surely it's just an upside down pantograph
In 3 days this week on Merseyrail this is the only Unit I have not seen, so hopefully being cleaned.
Are any not yet in service other than the 4 to reach Merseyrail?
As well as 777035 with the flambeed brakes.
I am not convinced. Taking off the shoes once every few years to tow the units for overhaul is no big deal. Likewise, shoe clearing the mile of track to Headbolt Lane is simple. Do the shoes raise on the 700s and 717s?
As of Tuesday 29 & 43 in Southport sidings 37 out on test.
700s no but they lost a lot of shoes during GN testing. 717s yes as do 387s. 700s were dft specified so likely a cost saving matter.
Interesting. That means Peterborough and King's Lynn have had to be shoe cleared. On the other hand, I have not read about any problems with the 717s which switch voltage several times a day.
