Class 180 brake problems on 1835 Great Malvern to Paddington

[cb00]

Hello - currently on one of the "Adelante" trains (class 180?) which stopped after Oxford due to the brakes sticking while the train was in motion. Driver spoke with GWR and after being stopped for 10-15 mins, we're proceeding to Reading by which time it's hoped the problem will have resolved itself.

Not sure if there's a running thread for these random updates... if so please feel free to move this over.

 

[cb00]

Continuing problems - currently held at Reading station.

 

[yorkie]

Welcome to the forum

I have edited your thread title to comply with our Forum Rules which require titles to be descriptive.

Unfortunately Class 180 trains are infamous for suffering from brake problems.

I very rarely travel on these types of trains, but the last time I did, I also was delayed due to brake problems, which was unsurprising.

The good news for you is that GWR are getting rid of these trains soon. Unless someone has found a way to make them more reliable, the East Coast Mainline will be suffering from more of these delays in future, as they are going to Grand Central and Hull Trains.

 

[jimm]

Welcome to the forum

I have edited your thread title to comply with our Forum Rules which require titles to be descriptive.

Unfortunately Class 180 trains are infamous for suffering from brake problems.

I very rarely travel on these types of trains, but the last time I did, I also was delayed due to brake problems, which was unsurprising.

The good news for you is that GWR are getting rid of these trains soon. Unless someone has found a way to make them more reliable, the East Coast Mainline will be suffering from more of these delays in future, as they are going to Grand Central and Hull Trains.

Can't agree with the idea they are infamous for brake problems. The dynamic brake systems were a problem in their early days but this was isolated years ago (also on their Class 175 cousins).

I've never been on a 180 with a brake problem in many, many journeys during both their stints with FGW/GWR - bags of spanners in a transmission, or coolant pipe bursts triggering the fire alarm, yes, but never the brakes.

 

[BestWestern]

They reserve their 'infamy' for going up in flames I'd say!

 

[JN114]

Certainly nowhere near as many Brake issues than are happening on HSTs

 

[Mordac]

Certainly nowhere near as many Brake issues than are happening on HSTs

On the other hand, there are a lot more HSTs.

 

[IanXC]

Unfortunately Class 180 trains are infamous for suffering from brake problems.

I very rarely travel on these types of trains, but the last time I did, I also was delayed due to brake problems, which was unsurprising.

The good news for you is that GWR are getting rid of these trains soon. Unless someone has found a way to make them more reliable, the East Coast Mainline will be suffering from more of these delays in future, as they are going to Grand Central and Hull Trains.

Quite the opposite! Hull Train's 180 fleet has spent a significant portion of the last year as the ECML fleet with the best MTIN. As units the preferred way of dealing with a failure is to couple up another classmate, so more 180s on the route should make it easier to recover any failures and so reduce the impact of the incidents they do have.

More 180s will improve the average reliability of the fleets using the ECML, diluting the poorer performance of other stock!

 

[CosherB]

Quite the opposite! Hull Train's 180 fleet has spent a significant portion of the last year as the ECML fleet with the best MTIN. As units the preferred way of dealing with a failure is to couple up another classmate, so more 180s on the route should make it easier to recover any failures and so reduce the impact of the incidents they do have.

More 180s will improve the average reliability of the fleets using the ECML, diluting the poorer performance of other stock!

Well said sir!

 

[leomartin125]

Hello - currently on one of the "Adelante" trains (class 180?) which stopped after Oxford due to the brakes sticking while the train was in motion. Driver spoke with GWR and after being stopped for 10-15 mins, we're proceeding to Reading by which time it's hoped the problem will have resolved itself.

Not sure if there's a running thread for these random updates... if so please feel free to move this over.

They are infamous for brake issues. Also infamous for catching fire. And locking the TM out of the train at stations. And closing the doors on passengers. So, all in all, they aren't to be relied upon.

When they work, they can be very good. Most times my train home or to work is a 180, and they do have good performance. The reliability issues are something we have to live with, but they will be gone by Christmas. 180108 (the one that caught fire) is now with Grand Central, and seems to be okay so far.

The issue is, they run very well at 125, hence why GC and HT don't have so many issues. GWR have them on a small section of 125mph between London and Didcot, where the train has to stop at Slough quite abruptly and then has to head onto the Oxford line at Didcot. After Oxford, they are pretty much limited to the Cotswold line speeds, which are definitely not worthy of a 180. The stop starts, especially 1W33 (Finstock Flyer), mean the train is doing things is designed not to do. Sadly this is where GWR suffer the most issues. If they were on a Bristol, maybe, they might improve.

 

[Philip]

The fact that the retarder has had to be isolated on these and the sister 175s doesn't suggest a great design. I'm currently on a Class 22 Irish Rail DMU which has a fully working retarder and being used to good effect...likewise the retarder on 185s hasn't caused problems. With the Coradias being modern fast units, they ought to have a reliable dynamic braking system built in and working, not just relying on pads/air brakes.

 

[Doctor Fegg]

My trips along the Cotswold Line on 180s today were flawless... as they pretty much always are. Their early-days reputation is no longer deserved.

After Oxford, they are pretty much limited to the Cotswold line speeds, which are definitely not worthy of a 180.

¿Que? Fast acceleration, power doors, comfortable seating for 3-hour journeys, and 125mph capability for Oxford-London makes the 180s ideal stock for the Cotswold Line. Apart from the 800s/802s that are replacing them, what do you think would be more "worthy"?

 

[jimm]

After Oxford, they are pretty much limited to the Cotswold line speeds, which are definitely not worthy of a 180.

They do plenty of miles at 90 or 100mph on the Cotswold Line - and the engine power they pack means they get up to these speeds quicker than an HST.

The fact that the retarder has had to be isolated on these and the sister 175s doesn't suggest a great design. I'm currently on a Class 22 Irish Rail DMU which has a fully working retarder and being used to good effect...likewise the retarder on 185s hasn't caused problems. With the Coradias being modern fast units, they ought to have a reliable dynamic braking system built in and working, not just relying on pads/air brakes.

No it wasn't a great design. The problem was, I believe, something to do with the amount of heat that would be put into the cooler group very rapidly by the dynamic brake, which then overwhelmed the cooler group, causing engine or transmission overheating.

 

[Clarence Yard]

The 180 units are the DMU equivalent of the class 50 - when they are good, they are very good but when they misbehave, they really do misbehave!

They have a few under designed features and one of the issues with 125mph operation on the ECML is keeping the radiators clean. If they get clogged with rapeseed or other pollen you will quickly get into trouble.

FG has put in a lot of effort in getting these units reliable but they, like many diesels, are best on fast long distance work.