To be fair, the act of removing labour is designed to result in a poor level of service, or indeed no service. The cover arrangements are generally only able to supply one shift.
Indeed, I believe it is near enough the same timetable as the previous RMT strikes in 2022/23
Indeed, although this time there is the additional benefit of WCML/ECML ticket acceptance.
Dan Walker (@mrdanwalker) on X
Dear @EastMidRailway I know it’s tough keeping things on time, especially when the weather is so hot. I know you are trying to keep passengers happy and, I have to say your staff are always courteous and apologetic but… as someone who travels from Sheffield to London (andx.com
You'd think they'd be able to get the "best" units out with this minimal service, but 1B22 0812 Nottingham to St Pancras International was cancelled - "This service was cancelled due to a problem at the depot (MU)."
This diagram appears to have resumed at Derby for Sheffield (1032 from St Pancras) with 810012 but then lost a quarter of an hour at Chesterfield, and a late start southbound from Sheffield.
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I was at Derby station today and saw that deprture what should have been the 1032 from St Pancras, it left about 10 mins. late, to Sheffield.
First class hosts are also striking, so all trains on strike days are declassified
What baffles me, if these trains are so unsafe due to all the faults, and the serious issues of doing a reset that RMT are striking over, is, why are ASLEF not also taking action, after all, the driver is in charge of the train and has to perform these 'unsafe' resets of the train.
It seems straightforward to me that what needs to happen is that they need to take them away, robustly replace the faulty components, and in the mean time use something else. Why should the crews turn up to operate a train where the same bogs fail, the same doors systems fail and so on repeatedly with no assurances that the root cause has actually been sorted?
Why aren't RMT and ASLEF members taking combined action to refuse to work 810s, instead of the RMT going it alone and not working on three Saturdays when 810s remain in use, yet working those trains the rest of the week? Your insight suggests that these trains should be taken out of use.
Is that a conclusion EMR and DfT are going to reach regardless of the industrial action?
Take a trip on the West Coast Mainline & you’ll see plenty of toilets out of order on trains that have been in service for 20 plus years.
I think there is a clear difference between something having safety issues and something being actively dangerous, although I suspect you are deliberately conflating the two positions to suit your agenda.
Not necessarily. The RMT say the dispute is about EMR not agreeing to take the trains out of service. I can see that a one day strike allows them to form a picket line, but it doesn't really address the underlying issue.
Factually there is nothing unsafe about a few bogs being out of use or internal doors having to be pinned open which are a good chunk of the failures. That is not to say that these issues are acceptable from a customer service point of view or that work shouldn’t be taking place to sort them. According to those in the industry it is also standard practice across a number of fleets for trains to be reset whilst in service as required and that this is not considered to have safety implications.
I don’t think it is necessarily as simple that. When doing a risk assessment, one of the considerations is how long/often something needs to be done for.
The same reset that is done day in and day out on all the other Hitachi fleets at Hull, Lumo, TPE, GWR and LNER.
The cancellations are initially in the plan until the end of the first week in September, as far as the RTT feed implies.
Until such time that hitachi can deliver the quantity of daily free 810s
Except that the 222 reliability seems to have dropped off a cliff recently, and there's still the question of when the Scotrail contract kicks it. My pssimistic view is that even if the 221s are in passenger service quickly they'll probably just stop things getting even worse rather than restore a full timetable.
221s also have fewer seats than a 222, and they are a bit slower due to the extra weight of the tilting bogies.
The Scottish 222 announcement gave dates, first ones in service by end of 2027, all in service by end of 2028
www.scotrail.co.uk
www.eastmidlandsrailway.co.uk
I certainly won't be going to the bookmaker based on the formal announcements!The Scottish 222 announcement gave dates, first ones in service by end of 2027, all in service by end of 2028
Realistically, as it says all will be overhauled, refurbished and get some upgrades, I would think first ones would be heading to works at least 6 months earlier (around April 2026), then a phased withdrawal of about 2 per month from summer 2027 to summer 2028. My guess, not an official timeline
ScotRail announces plans to replace high speed trains
ScotRail has announced plans to replace its high speed trains (HSTs) following a successful procurement process.A contract has been awarded to Beacon for the provision of twenty-two Class 222 trains, and to Alstom for the associated technical support, spares, and maintenance services. The trains...
I tend to believe the 2.5 year plan dates in Scotrail announcement rather more than the July 2019 (yes, over 7 years ago) East Midlands Railway announcement of dates for their 165 new carriages, that are about 4 years late (or about 230% of duration indicated)
Abellio invests £400 million in new trains for East Midlands Railway | EMR
Abellio UK, recently awarded the new eight-year EMR franchise by the Department for Transport, has awarded a £400 million contract to Hitachi Rail to build a pioneering new fleet of intercity trains.
By contrast, GWR is quite good with this. Normally super off peak from Paddington are not valid after 1500. During the diversions via Chippenham, they were allowed on the 1512 to Swansea.
