Same thing happened in Hebden Bridge tonight. 3 carriage 195 in an extended platform and passengers worried they weren’t going to be able to get off. The conductor told me he thought it was happening “because it thinks it’s a 6 carriage train” which strikes me as nonsense because of that was the case it would’ve happened elsewhere on the route
I didn't know any services using 195s went to York.I saw 195105 arriving at York at 14.00 as I was coming into York, on a 155 from Beverley.
The photo’ was taken from the 155 so please excuse the interior lights showing.
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Thanks. I didn't know 195s had started on the Blackpool Yorks.Blackpool-Yorks?
I don't think there's room for 3 on Leeds Platform 17 (as they stack up with the stoppers). If the plan to run the Nottinghams through to Bradford emerges then I guess they'd be on a different platform and 3s could be used.Will all of the 195's that will operate in and out of Sheffield be 2 car? The Leeds to Nottingham via Sheffield was a 2 car and the Leeds to Lincoln via Sheffield was a 2 car.
Will all of the 195's that will operate in and out of Sheffield be 2 car? The Leeds to Nottingham via Sheffield was a 2 car and the Leeds to Lincoln via Sheffield was a 2 car.
Concerning post 3724 and bikes on 195/331 units - if you are wanting to put your bike on these, when the train rolls in look at the yellow panel on the front of the train, and if there is a black blob on the same level but on the opposite side to the unit number, that's the wrong end. It's bikes at one end and wheelchairs at the other end of the train, and the black blob is to notify platform staff which is the wheelchair end. So bikes go at the non-blob end. And I agree the tiny signs on the doors are useless.
Just as a matter of interest, since Hebden Bridge was given its platform extensions, how many unit carriages can it accommodate these days?
They could be operated coupled to make 4 cars, on the Nottinghams? They already do this sometimes with the 158s.I don't think there's room for 3 on Leeds Platform 17 (as they stack up with the stoppers). If the plan to run the Nottinghams through to Bradford emerges then I guess they'd be on a different platform and 3s could be used.
I was on 319372 coming in to Preston Platfom 6 on Tuesday when it was announced that the rear door would not open as the platform was too short. The train was four carriages and the platform takes 11 car PendolinosI believe all stations on the Calder Valley line including Hebden Bridge were extended to accept 5x 23m trains.
I saw a 5-carriage 195 arrive from the line at Manchester Victoria earlier this week and all 5 carriages were in use.
I have seen a 6-carriage 195 a couple of times on the line, Sunday evenings I think, but only 3 carriages were in use.
The incorrect announcement about the train being too long happens quite often at Hebden Bridge and does cause confusion. I'm sure I've heard it in other places as well.
I believe all stations on the Calder Valley line including Hebden Bridge were extended to accept 5x 23m trains.
I saw a 5-carriage 195 arrive from the line at Manchester Victoria earlier this week and all 5 carriages were in use.
I have seen a 6-carriage 195 a couple of times on the line, Sunday evenings I think, but only 3 carriages were in use.
The incorrect announcement about the train being too long happens quite often at Hebden Bridge and does cause confusion. I'm sure I've heard it in other places as well.
Please Northern add some grab handles in the door lobby area. There is nothing to hold onto and the brakes are very grabby to the point of being dangerous if you have nothing to hold on to.
I was on a 5 carriage yesterday between Bradford and Leeds, the same (late again) service today was just 2 carriages! It was packed.
Please Northern add some grab handles in the door lobby area. There is nothing to hold onto and the brakes are very grabby to the point of being dangerous if you have nothing to hold on to.
parachute training...
Had my first journey on one from CHD to SHF this afternoon, interesting, a couple of things stood out:
- It was noisier slowing down to stop than it was starting off from the station, not just the brakes (maybe with it being new they were quite squealy, the 331's don't seem as bad), the engine whine as it slowed down was the main noise.
- Condensation on the door's windows, haven't noticed this in the 331's either
- The door problem, no issues at Dronfield but in Sheffield the doors in the front car wouldn't open
Ride seemed ok, maybe not as smooth as a 170.
I'm glad you've picked up on the brakes.....
Even when the power brake controller (PBC) moves smoothly it isn't exactly designed with fine control in mind. Some are also very sloppy, whilst others are very stiff and can only be moved in little "jumps", both of which inhibit fine control.
The brakes also have a few other odd little quirks which don't help. Although the dynamic brake provides most of the braking effort at higher speeds, when the brake is initially applied there is a momentary "burst" of friction brake. The friction brake does seem to be somewhat fiercer than the dynamic brake which can make the initial brake application feel rather harsh.
Also, once speed is down to 25mph and the friction brake takes over all of the braking effort there is a noticeable increase in the amount of retardation even though the PBC remains in the same position. It is sometimes possible to counter this by easing off the brake application around the 25mph mark but it is a little unpredictable and a bit variable between individual units.
As the train comes to a stand there is also a holding brake which applies automatically. In my opinion the holding brake is far too aggressive and can make the final stop rather rough. It is just about possible to do a smooth stop but it is very fiddly and the brake has to be released at precisely the right moment. If it is released just a fraction of a second too early the train runs on for a second or so before the holding brake kicks in as normal which makes the stop even rougher. I don't know why the holding brake is so aggressive. With the other type of unit I have driven that had an automatic holding brake it was still very easy to stop smoothly.
Seems the fierce braking when coming to a stand, the continuing problems with the ASDO and the atrocious ride are the only significant problems left with the units. Let's hope some fine tuning of the computer software along with alterations to the bogie settings can cure these.Even when the power brake controller (PBC) moves smoothly it isn't exactly designed with fine control in mind. Some are also very sloppy, whilst others are very stiff and can only be moved in little "jumps", both of which inhibit fine control.
The brakes also have a few other odd little quirks which don't help. Although the dynamic brake provides most of the braking effort at higher speeds, when the brake is initially applied there is a momentary "burst" of friction brake. The friction brake does seem to be somewhat fiercer than the dynamic brake which can make the initial brake application feel rather harsh.
Also, once speed is down to 25mph and the friction brake takes over all of the braking effort there is a noticeable increase in the amount of retardation even though the PBC remains in the same position. It is sometimes possible to counter this by easing off the brake application around the 25mph mark but it is a little unpredictable and a bit variable between individual units.
As the train comes to a stand there is also a holding brake which applies automatically. In my opinion the holding brake is far too aggressive and can make the final stop rather rough. It is just about possible to do a smooth stop but it is very fiddly and the brake has to be released at precisely the right moment. If it is released just a fraction of a second too early the train runs on for a second or so before the holding brake kicks in as normal which makes the stop even rougher. I don't know why the holding brake is so aggressive. With the other type of unit I have driven that had an automatic holding brake it was still very easy to stop smoothly.
As a sideline are the 2 x 3 car units reported parked at Barrow in store? And, what's the hold up with getting the stored units into service.
K
Thats probably it them just passing through. Thanks.Could you possibly tell me where that report has appeared? I'd be inclined to be mindful of the fact that, even when all diagrams are operating as scheduled, there are times of the day when there should be two 195/1s parked at Barrow, e.g. (Mons to Fris) 0934 to 1135 and 1305 to 1353.
Could you possibly tell me where that report has appeared? I'd be inclined to be mindful of the fact that, even when all diagrams are operating as scheduled, there are times of the day when there should be two 195/1s parked at Barrow, e.g. (Mons to Fris) 1007 to 1046 and 1305 to 1353.
Thats probably it them just passing through. Thanks.
It was on here somewhere as was a picture on post 2026 on the pacer withdrawals.
K
Edit. Found it on the 195 initial dgms thread post 773. Units 195 008 and 128.
https://www.railforums.co.uk/threads/northern-class-195-initial-diagrams.185017/page-26#post-4333970
K
There's not an awful lot left on Edge Hill now. Went past yesterday morning at there was a couple of 195s and a couple of 331s. There's been a real clear out over the least week or so.