GWR Class 800

[Kite159]

And then moan that they've got to stand for 30 minutes.

And get smug members of the public posting on social media "look how busy this train is" without the context of it being after Reading.

One possible solution when the wires are live for passenger services is for GWR to run a couple "Reading Commuter Expresses" using trios of 387s to try and soak up some of the commuters so they don't have to stand on the IETs

 

[Dhassell]

And get smug members of the public posting on social media "look how busy this train is" without the context of it being after Reading.

One possible solution when the wires are live for passenger services is for GWR to run a couple "Reading Commuter Expresses" using trios of 387s to try and soak up some of the commuters so they don't have to stand on the IETs

It's not just peak times. Most trains fast from London to Reading on a Saturday evening are ram packed and empty out almost 50% at Reading!

 

[devonexpress]

If there is only one 'chef unit', how will one be able to book seats in the unit with the chef on board?

Just wondering that's all, I will be making my first journey on one next year.

It's simple the chef will run down the platform juggling his roast potatoes sorry bad joke

 

[Filton Bank]

That really does seem like a messy set-up.

Yes, seems a bit odd at first. But it's fine when you get your head around it. And generally all the driver needs to do is release the doors, it's simpler in practice than it perhaps sounds.

 

[AlterEgo]

My original thinking was a Pullman wouldn't work on a 5+5, but I now think it might be better after all. They could designate the first class carriages of one train as the restaurant and the other as the regular first class with complimentary catering.

Re: Pullman service, they're going to have to think about how they'll deliver that. I was very recently on the GWR Royal Duchy Pullman down to Par (yes, there will be a video!) and the Pullman service works partly because the surroundings are intimate, subdued and conducive to eating a good meal.

The current setup on the 800s is too bright and stark to be taken seriously as a "restaurant". More like kebab shop at 3am than a full service restaurant where three courses can set you back 60 quid a head.

 

[TwistedMentat]

It's not just peak times. Most trains fast from London to Reading on a Saturday evening are ram packed and empty out almost 50% at Reading!

Have to say I'm one of them.

Same applies on Saturday and Sunday mornings heading into Paddington. And as much as I like the idea of some Reading-Paddington expresses my understanding is there's no real capacity left to slot in such services. And as noted people just jump on the next one to arrive.

As for the 800s with all the reviews I'm looking forward to riding in them. They sound like a worthy succesor to the HSTs. And who knows, may show the future of UK rail if the automatic overhead/diesel switchovers work. I could imagine a time where electrification is done at a slow but steady pace with smaller sections coming online at a time instead of the big bang switchover. Might even work for the south of England for moving off of third rail stuff.

 

[Bletchleyite]

That really does seem like a messy set-up.

Probably an interim one on the way to full DOO. But even so not allowing the guard *local* door control is bizarre.

 

[Bletchleyite]

Have to say I'm one of them.

Same applies on Saturday and Sunday mornings heading into Paddington. And as much as I like the idea of some Reading-Paddington expresses my understanding is there's no real capacity left to slot in such services. And as noted people just jump on the next one to arrive.

My personal hope is that Crossrail obsoletes Heathrow Express to the extent that it is completely withdrawn. The 4 fast line paths per hour (and potentially the EMUs themselves - or maybe 350/2s?) could then be used to operate 10 or 12-car non-stop (or calling at Slough/Maidenhead) EMU services to Reading, and Reading<->Paddington passengers banned entirely from all long distance services, at least at peak times.

That approach has really worked quite well to manage capacity involving Milton Keynes Central (though only in the peaks) and I think Reading would do well to duplicate it if the paths could be found.

 

[Bletchleyite]

The current setup on the 800s is too bright and stark to be taken seriously as a "restaurant". More like kebab shop at 3am than a full service restaurant where three courses can set you back 60 quid a head.

I wonder if the lighting brightness can be adjusted in software?

 

[Bletchleyite]

One possible solution when the wires are live for passenger services is for GWR to run a couple "Reading Commuter Expresses" using trios of 387s to try and soak up some of the commuters so they don't have to stand on the IETs

Agreed, as per my other post I really think Reading<->Paddington needs complete separation from other traffic, at least in the peaks. It'd also allow better use of the 5-car sets - there will be trains that would be fine as 5-car throughout were it not for Reading.

 

[cactustwirly]

Agreed, as per my other post I really think Reading<->Paddington needs complete separation from other traffic, at least in the peaks. It'd also allow better use of the 5-car sets - there will be trains that would be fine as 5-car throughout were it not for Reading.

This would be difficult to achieve, there isn't enough line capacity to achieve this completely. There's nowhere to terminate a fast service at Reading without clogging up paltforms 7/8/9 unless you extend it to Newbury.

Atm with HEx I don't see where you're going to get the paths for a fast 387 without removing the fast Maidenhead/Twyford service.

 

[I13]

Just to confirm - the 800s are running as planned today, right?

 

[reddragon]

Just to confirm - the 800s are running as planned today, right?

The 7am down passed Tilehurst on time yes.

 

[I13]

On the 1345 PAD-SWA, operated by 800005 + 800006. I could be wrong, but it appears to have been in diesel mode all the way from Paddington - these were the sets, I believe, that had trouble changing to electric on Monday, so I assume they just haven't fixed that on these particularly sets yet?

Even so, train is very quiet in diesel mode, and despite this and the fact that we briefly slowed down outside Paddington, it did the run to Reading in 22m27s.

Edit: I was wrong, looks like the brief slowing down outside Paddington was when the pantograph went up.

 

[aar0]

View attachment 35840 (more of theGWR Logo in the coaches and on the headrests) would be well received, as the interior is a little sterile and could do with more colour and branding. Overall 9/10 for the First Class experience. ⭐️

I'm was told that the headrests in 1st will be changed for GWR ones in due course, ditto with more colour in 1st.

 

[Sprinter153]

But if guard despatch is always at the rear or towards the rear then won't that mean the guard has never the opportunity to be in the front 5 coaches to do ticket checks, walk through the train, providing assistance, etc... unless, of course, there is a reversal during the journey?

For an initial period an Assistant Ticket Examiner will be diagrammed to check tickets in the front set. The company would like there to be a Senior Customer Host in the front set with STAR Mobile and evacuation training but this is unacceptable to the RMT.

I've got the dispatch position list in front of me at present, and it is nearly always within the rear 3 coaches at all stations currently IET served (unless a 10-car formation where the next or current stop is SDO5 or fewer)

 

[Sprinter153]

But even so not allowing the guard *local* door control is bizarre.

I think it's a software configuration matter. They have reconfigured something now to enable us to re-release a local door when securing/disposing a train (to remove stragglers and alight to dispatch to sidings)

 

[HowardGWR]

Just having looked through a bunch of first day videos, it took to the last one (thanks) before the luggage rack space was fully illustrated with a few airline-size free-on-board roller cases stowed. The racks seemed wide enough and certainly took the cases lengthways, without being squashed into the roof. Whether they would go on sideways-on is another matter. I can't see why these racks are not provided as wide as they are on aircraft.

If anyone gets the chance to do a test, please do let us know, thanks.

 

[D1009]

On the 1345 PAD-SWA, operated by 800005 + 800006. I could be wrong, but it appears to have been in diesel mode all the way from Paddington - these were the sets, I believe, that had trouble changing to electric on Monday, so I assume they just haven't fixed that on these particularly sets yet?

Even so, train is very quiet in diesel mode, and despite this and the fact that we briefly slowed down outside Paddington, it did the run to Reading in 22m27s.

I was on that train, and yes it departed Paddington on diesel from platform 2, which I understand has yet to be electrified. It then slowed down approaching Ladbroke Grove and changed to electric mode and was doing 125 by Southall. After Taplow we dropped from 125 to 120 while the diesels were powered up, but speed did not fall below 118 until we started to slow down for Reading. This answers those who say they can't exceed 110 on diesel on level track.

 

[PudseyBearHST]

Yes but on GWR, guards always despatch from the rear or towards the rear even though there are panels throughout the train on the HSTs and Adelantes. I know this may be different on other companies because I was travelling on EMT last week and I noticed that guards are happy/allowed to despatch the train from any part of the train including the front.

Unless despatch procedure changes so guards can despatch from any part of the train, guards are never going to be in the front 5 coaches.

 

[PudseyBearHST]

For an initial period an Assistant Ticket Examiner will be diagrammed to check tickets in the front set. The company would like there to be a Senior Customer Host in the front set with STAR Mobile and evacuation training but this is unacceptable to the RMT.

I've got the dispatch position list in front of me at present, and it is nearly always within the rear 3 coaches at all stations currently IET served (unless a 10-car formation where the next or current stop is SDO5 or fewer)

Ok thanks

 

[cactustwirly]

Yes but on GWR, guards always despatch from the rear or towards the rear even though there are panels throughout the train on the HSTs and Adelantes. I know this may be different on other companies because I was travelling on EMT last week and I noticed that guards are happy/allowed to despatch the train from any part of the train including the front.

Unless despatch procedure changes so guards can despatch from any part of the train, guards are never going to be in the front 5 coaches.

I've seen GWR guards despatch from the centre and front of the train.

 

[PudseyBearHST]

I've seen GWR guards despatch from the centre and front of the train.

Oh ok- perhaps it's just certain stations then

 

[PudseyBearHST]

I've seen GWR guards despatch from the centre and front of the train.

But sprinter153 said that despatch is "nearly always within the rear three coaches" for the IET. From what I see, this is the same for the HST?

 

[I13]

I was on that train, and yes it departed Paddington on diesel from platform 2, which I understand has yet to be electrified. It then slowed down approaching Ladbroke Grove and changed to electric mode and was doing 125 by Southall. After Taplow we dropped from 125 to 120 while the diesels were powered up, but speed did not fall below 118 until we started to slow down for Reading. This answers those who say they can't exceed 110 on diesel on level track.

Yep you're right, I spoke to someone in the cab and it was because platform 2 isn't electrified.

 

[absolutelymilk]

Yep you're right, I spoke to someone in the cab and it was because platform 2 isn't electrified.

When will Platform 2 be electrified?

 

[Sprinter153]

But sprinter153 said that despatch is "nearly always within the rear three coaches" for the IET. From what I see, this is the same for the HST?

Sort of. Train Managers are responsible for securing the rear three coaches of an HST at staffed platforms. Most of the time it makes sense to dispatch within this area.

There are places where it is necessary to deviate from this - Oxford on the down is an example (dispatch required from E to preserve SDO function on the Cotswold Line).

And there are always people that deviate from the published requirements (and on their head be it if something happens)

 

[PudseyBearHST]

Sort of. Train Managers are responsible for securing the rear three coaches of an HST at staffed platforms. Most of the time it makes sense to dispatch within this area.

There are places where it is necessary to deviate from this - Oxford on the down is an example (dispatch required from E to preserve SDO function on the Cotswold Line).

And there are always people that deviate from the published requirements (and on their head be it if something happens)

Thank you for the reply. I do notice GWR are much more precise and consistent with despatching trains compared with other train companies.

I've seen a conductor despatch the train from the front on a class 150 on the Reading to Basingstoke line but I guess that as it's only 2 or 3 (?) coaches, they don't need to stand at the back.

 

[Filton Bank]

I think it's a software configuration matter. They have reconfigured something now to enable us to re-release a local door when securing/disposing a train (to remove stragglers and alight to dispatch to sidings)

No, it didn't work out like that in the end. Any stragglers are to be let out via a cab door. See ARB 50 v3.1

 

[All Line Rover]

GWR insist that coaches A and G are quiet coaches, but there is no mention of this on board. I'm surprised they couldn't manage to put some stickers up before the trains entered service.

The kitchen(s) is(are) much too large on 5(10) car trains, and it remains disappointing that it is not possible to walk between the two units on 10 car trains.