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IC calls can also be routed to the driving cab - it depends how long the button is pressed for.

Presumably dependent too on LTV drivers being trained to drive 800s, which hasn't happened yet.

The ECO is now at TVSC, yes. Although when the role of Didcot ECO was first introduced, he/she was actually located at Romford ECR.

What if the cess is not a safe place to walk?

This was a controlled evacuation, but the procedure was not followed.An emergency evacuation moves people from danger to a place of safety. An uncontrolled evacuation does the opposite. Either way, an emergency switch off should have been requested.

Yes there have been some coupling/uncoupling issues, hence why GWR services are not splitting in service just yet, and continuing as 10 cars with the rear 5 locked out.

Nothing technical anyway. Contractual issues are another matter.

Let's be honest, reliability is not what it should be right now. Plenty of teething troubles that need to be resolved.

If the RA is interlocked with the signalling, such that the RA cannot be given with the signal at danger, it helps mitigate the risk of a SASSPAD. However, both require human input, therefore both are prone to human error. I've been involved in despatch irregularities in the past. On one...

1748 & 1818 Padd to Didcot will be 12 car from Jan. Rear 4 on each will split off at Reading.

So I'm told. In electric mode, the primary braking method is regenerative. 800s have a brake rheostat but it's only there for very brief use when regen isn't available (e.g., in a neutral section). The larger brake resistors on 802s allow rheostatic braking as the primary brake in diesel mode...

The GU is used to power the auxiliaries when there is no power from the transformers, and in certain other circumstances. For example, if a unit develops a traction fault, the assisting train will do the dragging, but the GU on the faulty can be run to power the auxliaries by selecting 'No...

802s have bigger brake resistors on the roof. That's about it really from the technical point of view. It's mostly to do with the procurement process. 800s are supplied by Agility to the DfT, 802s are supplied to GWR by Eversholt.

That was a different issue. 1L76 left Swansea late as a hustle alarm wouldn't silence when the guard closed the doors. 1L82 (mentioned earlier in the thread) was cancelled because platform staff at Bristol Parkway reported BILs illuminating on the non-platform side. This was mistakenly thought...

I suppose you could call it that. But it wasn't 800 specific as such.

Not at all, my fault for using an acronym (a rushed reply before heading out to work!). As skyhigh says, controlled emissions tank/toilet, so the new building is for detanking equipment for train toilets. It's a closed system so any smells are pretty minimal/unnoticeable.

Apparently its for additional CET extraction equipment. The foundation has been there for ages with ducts for the services sticking up out of the concrete floor, so I assume it was always part of the plan for the new depot. Construction on the steel framework began about 3 weeks ago I think.

The trace is from Old Oak Common heading west. Line speed rises from 100 to 125 roughly around Acton Main Line, so it looks like the dip is drivers shutting off to avoid exceeding 100, then retaking power once the train is clear of the increase in line speed.

Yes! That's the one!

Manual power changeover requires the driver to shut off power and press one button. That's it. Going from electric to diesel, pressing the Diesel button starts the engines, engages diesel mode and lowers the pantographs. Going from diesel to electric, pressing the Electric button raises the...