Saphos Trains 2018

The coaches had an outing in May 2016: and I saw the train at the Haslemere water stop. There were 2 Mark 1 Brakes and 2 Mark 1 FO's plus 3 aircon Mark 2d/e some or all of which were standard plus Pullman car Phoenix.

Of course that was a while ago and there might have been additions/changes since then. If not, then sadly no opening toplights in standard(except in the Brake).

 

The criteria for approval, blanket or orherwise, will always be to deal with an out of course event. The definition of the latter may I suppose vary between TOCs.
I seem to recall there was some stipulation that where an assisting loco was deemed necessary in advance or part of the operating plan it has to be at the front rather than rear?

 

I think that rule changed some years ago. When we had fire risk conditions it could mean a diesel on the front assisting the steam loco and a diesel on the back for the shunt moves and at some point NR relaxed that requirement.

 

My recollection it was something that emerged during the sectoral review last or as part of the ORR reports but I must be wrong.
Nevertheless there seems to be a clear distinction for diesel assistance in that it is either there for out of course events or alternatively simply because the train is too heavy for the allocated steam locomotive.
The former seems to me eminently sensible, the latter a consequence of inadequate planning unless its a smaller steam loco substituting at short notice, where again its totally understandable. What seems not quite right is when a class 5 or six is loaded as an 8, with a diesel compensating for the power to weight ratio gap. In the other thread 5Xs reportedly to be used on CMEs by RTC - if the load is 12 a diesel ought to be added?
This is where the clarity applied by Saphos should be universally adopted.

 

No secret that unless they are unmanned DBC units, we hate diesels on the back. There's only one thing worse and that's 'coffins' with a diesel on the back.
We'll be watching the first trains with interest to see what the load will be. Their 3 engines are good Class 7s that shouldn't have much trouble on the North Wales Coast even with 11 coaches + the 125 ton dead weight of the Class 47. But on the Crewe-Chester-Shrewsbury 'Circular' there's the little matter of Gresford Bank, almost 4 miles of 1 in 81 and a bit not to be treated lightly any time. On The Welsh Marches there are the long southbound climbs to Church Stretton and Llanvihangel Southbound and on the northbound of course the steeper climbs from Ponthir; through Cwmbran to Pontypool Road; followed not too far away by Abergavenny to Llanvihangel Summit. Then later on there's the long climb from Craven Arms to Church Stretton. You really don't want more than load 11 equivalent behind a Class 7 on those routes to guarantee an unassisted day out.
The Welsh Marches in particular should be great days out for everyone, including the enthusiasts and timers, provided the load is sensible for the diesel to do nothing but tick over on the back to supply power and ETH. Hopefully we'll get more details of the stock before the first Marches runs in June and that there will be toplights on the standard class carriages. The Mk2 'coffins'were the big downside of the Plandampf for me. I have no wish to travel in them again until the sad day dawns when MK1s and the early Mk2s are taken out of use.

 

The small print does seem to suggest that standard class will be in mark 2s although mark 1s are the from the 50's not 40's

 

So putting that together with post 41 maybe worth at extra £25 for first class? I wonder how long the special offer will last.

 

Investment in a generator car would be one solution.

 

Seem to recall reading LSL has one already.

 

Indeed, but you missed the third sentence in this section of their in their Q&A:



We plan for all of our services to feature a manned diesel at the rear of the train. This will provide an electricity supply to the train, as well as assistance with shunting manoeuvres. Additionally we want to act responsibly as a mainline operator, so in case of failure we want to ensure an assisting loco is on hand if required.

 

Much as folk may wish to see operators take the risk of sending a steam charter out minus a diesel support it seems increasingly unrealistic to me. If the way Saphos describes its intent manifests itself as written, it seems the best compromise, transparently communicated. Perhaps they might consider shadow paths once established and proven to the authorities.

 

Presumably a generator car is a lower overhead alternative to a diesel loco performing the same function?
There is also the potential for extra custom from those who might otherwise be deterred by a diesel loco on the back?
WC has invested in one so maybe they could provide a more definitive answer if you asked?

 

A generator car does not meet this part of their statement either.

"Additionally we want to act responsibly as a mainline operator, so in case of failure we want to ensure an assisting loco is on hand if required".

On hand is not really Crewe if your train has failed half way to Holyhead or Newport.

 

No, I agree its not in the current model but the abstract question raised was about the economics of a genny per se and where a return on the investment could be acheived.

 

What about the dress code they are trying to enforce ? Understandable in dining, not so much in first and standard.

 

There'd be no hope for me. Shorts from April to October as a rule, weddings and funerals excepted.

 

I couldn’t see anything about 1st or standard, just Premier Dining?


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@26_DM has eloquently answered this.

I guess that you have never been in a modern business where we strive for continual improvements, enhance customer experience and adopt a can do attitude.

It bears your negative excuses for just doing nothing.