In theory they'll be cleared across most of the network, and all crews inwards of Basingstoke / Farnham should sign them + the routes. But the chances of one going beyond Woking / Guildford seem slim.
At the moment them going anywhere at all on the network in passenger service seems slim.
When a unit that works, completes it's fault free running and is handed over fit for service then training may commence. The way things are going I'd be surprised to see any in service before the end of the year. Maybe one or two might make an appearance just for a press/franchise tick exercise. All depends if they can get them working or not.
A 458 used to do a single working down to Alton on weekday evenings. Possibility of replacing that I guess?At the moment them going anywhere at all on the network in passenger service seems slim.
I wasn't inferring anything to do with when they'd enter service. Merely reporting that the multiple working authorisation has been given.
There's a lengthy article on rolling stock allocation under GBR in the latest issue of Modern Railways. Basically, the conclusion is that GBR will allocate the stock they consider suitable to each Passenger Service Contract.
The 710's are working fine out of LST so down below the underframe there is no difference to 701's so curious what the issues are here but given 720's have also stalled im surmising its across both train groups.
Agree with all that.
They all have the same MITRAC inverters underneath feeding same motors on same bogies only missing a transformer but doesn't materially reduce complexity but these are operationally proven systems. Also the 710's are battle proven on the Watford DCs.
Indeed. And the 720s took a mere eight months between start of testing and service entry, both bang in the middle of the first year of the pandemic, but the delays seemed to attract far more attention from the railway press than the 701s have to date.
I think, given that it's the lacklustre South Western Railway, everyone just seems to have given up hope. I was advised recently that they've had close to 1000 software modifications so far ; Derby and Software seems to be a continually recurring theme.
That's compared to what I was told were around 40 software versions before TfL accepted the 710s.
Derby doesn't do any software, the Bangalaore office does (also see Talent 3 (Aventra's continental cousin) and OBB saga)
Late delivery of trains which then don't work is not an issue confined to the UK.Probably would have been better to have chosen a Chinese manufacturer to build them. Cheaper costs and I bet they would have long entered service if so!
They seem to be so slow at doing anything in the UK it seems!
Just look at Bombardier's botched delivery of the Class 4758 (Talent 3) units to ÖBB...and the Talent 2s to various operators in Germany.
The SRA & DFT played some rolling stock chess, is this fundamentally different or superior.?
As with all 3rd rail trains, they have the provision to be equipped with 25 kV OHLE equipment if needed.
Too much reliance upon software is the issue with all its possible permutations and glitches to test to prove its stable. Was much simpler when it was just contactors hard wired.Probably would have been better to have chosen a Chinese manufacturer to build them. Cheaper costs and I bet they would have long entered service if so!
They seem to be so slow at doing anything in the UK it seems!
OK was tongue in cheek but there is too much emphasis on software controlling everything in the train (oh actually everything) and as a result they've massively complicated the testing and commissioning process. Also the oversight of Bombardier has been abysmal with the level of issues being quoted above suggests a lousy management of the software build. However, these are allowed out on the mainline so traction, braking and safety systems clearly work at a satisfactory level so what are the issues.
