Deleted
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Post by Deleted on Feb 18, 2016 18:23:14 GMT
The carto metro map still shows a connection from plaform 3 at Richmond station to the Network Rail tracks, but I was at Richmond today and it distinctly appeared as if the connection had been removed. Am I correct? And, if so, when was the connection lifted and why? Ta
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Deleted
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Post by Deleted on Feb 18, 2016 18:50:10 GMT
Removed 7/12/15. I guess there's no need for 378s to go onto the Southern (or SWT).
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castlebar
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Post by castlebar on Feb 18, 2016 18:59:30 GMT
The original connection was there for coal trains from the LSWR to run direct to Lillie Bridge from the St Margarets direction, and that stayed until the early '60s I think. These were some of the last steam workings in the area. When that connection was removed, a single connection was installed in the reverse direction from Platform 3. I doubt that it got much use, but about 5 years ago, I did see evidence that there had been use. Would it simply have been a rusty rails move??
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Colin
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Post by Colin on Feb 18, 2016 19:13:36 GMT
I know a signaller at Richmond (we park our buses at the same place) and he said he can't remember the last time that connection was used.
So the reason it was removed is that it was never used.
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Post by norbitonflyer on Feb 18, 2016 22:25:42 GMT
The original connection was there for coal trains from the LSWR to run direct to Lillie Bridge The connection at Richmond was originally built in 1864 by the LSWR, several years long before the MDR existed. Lillie Bridge opened in 1872, and was accessible from the LSWR via the West London Line (either via Clapham Junction or via Uxbridge Road) The connection between the LSWR and MDR at Hammersmith was put in in 1877. It was used regularly for stock movements when 2EPBs worked the NLL. And it does seem a bit short sighted that NR now has a little 3rd rail island. If a 378 fails to switch over to ac there is no way to get it to a depot to fix it.
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Chris M
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Post by Chris M on Feb 18, 2016 23:18:22 GMT
I imagine that the preferred solution these days, with or without the crossover, would be to couple another 378 to it and drag it to the depot. Although this makes me wonder if it is possible to couple an S stock and 378 should one or the other fail?
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Post by phoenixcronin on Feb 18, 2016 23:24:11 GMT
I imagine that the preferred solution these days, with or without the crossover, would be to couple another 378 to it and drag it to the depot. Although this makes me wonder if it is possible to couple an S stock and 378 should one or the other fail? The couplers don't look very compatible:
linky link
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Post by norbitonflyer on Feb 19, 2016 0:01:36 GMT
Although this makes me wonder if it is possible to couple an S stock and 378 should one or the other fail? The couplers don't look very compatible I understand Bakerloo trains used to carry an adapter in case they needed assistance from (or to provide assistance to) an NR unit (313 on the Wat-Eus line). Is that still the case?
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Post by dazz285 on Feb 19, 2016 0:15:50 GMT
The original connection was there for coal trains from the LSWR to run direct to Lillie Bridge The connection at Richmond was originally built in 1864 by the LSWR, several years long before the MDR existed. Lillie Bridge opened in 1872, and was accessible from the LSWR via the West London Line (either via Clapham Junction or via Uxbridge Road) The connection between the LSWR and MDR at Hammersmith was put in in 1877. It was used regularly for stock movements when 2EPBs worked the NLL. And it does seem a bit short sighted that NR now has a little 3rd rail island. If a 378 fails to switch over to ac there is no way to get it to a depot to fix it. AC - DC change over is carried out at Acton Central. So if at Acton Central it won't change over from DC to AC,heading towards Willesden, then it will more likely run empties back to Richmond for Bombardier to have a look & try & fix it.
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
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Post by roythebus on Feb 20, 2016 0:53:29 GMT
The double junction at Richmond was removed in about 1972 when they done away with semaphores. there were also 2 electrified sidings at Richmond but I can't remember seeing them used, even during the days when I used to park my buses at Pioneer Coaches yard. the trailing connection was indeed used for EP stock transfers for the NLL.
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Post by stapler on Feb 20, 2016 8:20:13 GMT
Removal of connections just because they are "little used" at one particular time has proved to be short-sighted in the past. Examples, the Snow Hill line, Hall Farm-Lea Bridge, Leyton Jc-Loughton Branch Jc . Maintaining them costs little, removing them yields nothing, and reinstating them is very costly!
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Post by bassmike on Feb 20, 2016 10:34:38 GMT
The origional connection was a main-line running double connection (similar to Wimbledon) facing west from the N L side to the Southern main line. It was fully signalled with the semaphore from NL to Southern on a double bracket at a higher level (indicating main route) than the one to the terminal platforms which obviously was used constantly. There was a railtour using 4cor stock from SR to NL about 1973 or so when the NL was three-railed which had to be pulled over the junction with a class 73 as there was no conductor-rail side ramp on the NL. Stsff paddled up the shoes individually at slow speed on the outward journey. and on the return the driver just cut off all power and coasted over the junction (there was the necessary gap on the SR side). I remember that while waiting for the junction on the NL side the signalman had to try about three times to get the higher semsphore off as it was obviously stiff from lack of use. The connection which has been under discussion was put in when the EPB's came into use and faced east .During the time that the main-line was removed until the present connection was put in there always had been access between the two systems via sidings further East (near Ted Brakell's yard?)
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
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Post by roythebus on Feb 26, 2016 15:39:49 GMT
Whilst Ted Brakell the bus dealer rented part of the Richmond goods yard, as I understand it the whole site was rented from BR by Continental Pioneer Coaches, then sub-let to others, including Ted. I used to park my buses there in the late 1970's and did odd part-time work for Pioneer's. When BR decided to sell the site in the 1980s, a little Irish fella who rented a small bit of yard on the left of the main gate bought the entire site! There's obviously more money in running JCBs than coaches.
The 2 electrified sidings were still in place at that time.
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Post by bassmike on Feb 26, 2016 16:15:27 GMT
Whilst Ted Brakell the bus dealer rented part of the Richmond goods yard, as I understand it the whole site was rented from BR by Continental Pioneer Coaches, then sub-let to others, including Ted. I used to park my buses there in the late 1970's and did odd part-time work for Pioneer's. When BR decided to sell the site in the 1980s, a little Irish fella who rented a small bit of yard on the left of the main gate bought the entire site! There's obviously more money in running JCBs than coaches. The 2 electrified sidings were still in place at that time. I don't remember if the sidings had four-rail?
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,257
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Post by roythebus on Mar 7, 2016 13:13:54 GMT
Yes, because the NLL and DR both used 4 rail electrification at that time.
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Post by norbitonflyer on Mar 7, 2016 14:56:53 GMT
Yes, because the NLL and DR both used 4 rail electrification at that time. The NLL was converted to 3-rail in 1970, making this possible
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