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Post by androom on Dec 6, 2017 20:49:31 GMT
There's been some changes since that document was released, but KX remains in SMA 3. The boundary for SMA 2 Is Euston Square; with one exception on the Met, all migration boundaries are at station platforms due to the need to physically switch the train from Automatic to Tripcock mode (or vice versa). Thanks MoreToJack! Do you know how quick is that switch will be?
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Post by androom on Dec 6, 2017 14:10:26 GMT
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Post by androom on Sept 21, 2017 11:21:11 GMT
I was in Stuttgart in the summer, and, although I didn't plan it, I did have a couple of short trips on the U-bahn. It seems that it was converted from a metre gauge to standard gauge in the mid 80s. The central part is dual gauged, but it doesn't appear to be everywhere. I assume that some of the narrow gauge track is used for the heritage service. The trains are yellow 2 car units, often coupled together to form 4 car trains. I didn't really have a good chance to look, but ot appeared that the cabs are separated from the main part of the carriage by a full with glass window, giving an excellent view of the line in front (or indeed, to the rear) They started conversion in 1985 and finished in 2007. The last tram on metre gauge was Line 15 on 8/12/2007
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Post by androom on Mar 22, 2016 13:24:28 GMT
Does that mean 39 trains for the whole line or just between stations i.e Stratford and Mile End? Thanks ? It will be 39 trains in the section of line that has power supplied by Bow substation. I don't know what the extent of that section is, but it will be between the two you suggest. According to Mr Taggart it's between White City and Leytonstone.
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Post by androom on Sept 30, 2015 9:29:57 GMT
As far as I know that line always used DC (nowadays it's 550V DC). Some cars has been preserved from old days and still in working conditions. See on video HERE
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Post by androom on Sept 29, 2015 20:49:58 GMT
It's quite different than Snaefell Railway's pantograph. The power collection system as stated above used an overhead third rail. The collector 'shoes' were not shoes at all but a pantograph similar to that used on the Snaefell Mountain Railway on the Isle of Man but in this case a lot lower due to the limited headroom and connected to the underframe instead of the roof. This can be seen in the photograph with Chris's article together with the overhead conductor rail. AFAIK the only other electric railway using an overhead third rail was in the Hudson River tunnels in New York after steam locomotives were banned, this was made necessary by water ingress into the tunnels and insufficient room for wire catenary.
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Post by androom on Sept 28, 2015 21:05:16 GMT
Hi Michael Those line of light on line 4's platforms is either indicating which direction is (orange eastbound, blue westbound) and indicating whether the train are approaching (starting to blink). That rolling stock on Line 3 produced by Metrowagonmash. - EV3 cars 1975 - 1979 - 81.717/714 cars 1980 - 1991 but few cars from 2000 On Line 3 few trains stabled on stations (Arpad hid and Ujpest Kozpont) and reversing sidings (between Nagyvarad ter and Nepliget, Arpad hid and Forgach utca, Ujpest Kozpont terminus). The conductor rails lines 2, 3 and 4 on stations all located on the platform side but instead of bottom its shoes top-contact. See here. According to what I found TfL's escalators travelling 0.75 m/s and those in Budapest 1 m/s. If you have any question about metro system in Budapest, feel free to ask. Cheers, Andras Last week I spent a few days in Budapest. Like other holidays, I managed to take in various forms of public transport. Each of the four metro lines are quite distinctive. Line 1, the oldest on mainland Europe, is just below the surface and most of the platforms still have a turn of the century feel, with bevelled white tiles. An overhead fixed rail provides the electricity. The trains on lines 2 and 4 feel quite similar, although line 4 is operated without drivers (or obvious staff on board). There is a line of light around 50 cm from the platform edge (and on the platform itself) which displays different colours, but I couldn't work out quite how that was related to the arrival or presence of a train. Line 3 rolling stock has a distinct Soviet-era feel to it. We ended up on the last northbound train on line 3, and when we got out of the train at Arpad Hid, there was a train stabled in the southbound platform. On lines 2, 3 and 4, from the platforms I could not see any conductor rail, only the running rails, but when we returned to the airport, I did catch sight of what looked like a third rail with bottom contact (rather like the DLR), perhaps the conductor rail is normally on the platform side of the train, rather than the opposite side as it normal in London. I noticed that the escalators on the metro system travel noticeably faster than in London. We also managed a trip on a cog railway (also known as tram route 60) and the children's railway, which was an enjoyable 45 minute journey through the Buda hills for Ft 700 (less than £2) each. In the centre of Budapest, at Deak Ferenc Ter station there is a small but excellent metro museum about the building of Metro line 1. Some of the captions are in English, but the pictures and the rolling stock speak for themselves. It is well worth the Ft 350 (about 88 pence) entrance fee.
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