|
Post by silenthunter on Aug 28, 2017 8:20:44 GMT
The 317 reference throws me... do you mean 315?
|
|
|
Post by silenthunter on Aug 27, 2017 18:48:34 GMT
I saw 345009 arrive at Southend Victoria on Friday evening. It was behind another train and in its special bay so couldn't get a pic. They are still testing the trains to Southend and back on a regular basis. The difference is that some 345s are covering 317 duties. Covering 317 duties? Please explain. Save
|
|
|
Post by silenthunter on Aug 26, 2017 20:15:42 GMT
"Vacated seats?" If you're going into London from Watford, you'd take LM or Overground...
|
|
|
Post by silenthunter on Aug 25, 2017 21:21:13 GMT
Didn't see any at Liverpool Street tonight (c.1720).
|
|
|
Post by silenthunter on Aug 19, 2017 16:10:57 GMT
Why did you sometimes have the lights go out on the Underground trains then come back on a few seconds later?
|
|
|
Post by silenthunter on Aug 13, 2017 14:16:19 GMT
Oddly enough, I believe I have watched Mystery Science Theater 3000 on the Jubilee Line... Anyway, I've never been a fan of the deep level trains. Too cramped for my taste. Save
|
|
|
Post by silenthunter on Aug 10, 2017 21:00:29 GMT
The count is 4 units at least now; I've seen at least three in the Ilford sidings.
|
|
|
Post by silenthunter on Aug 9, 2017 21:23:34 GMT
Of course the real test for these will be running in the peak crammed to the Sally Gunnells...
(Yes, I know it's gunwales...)
|
|
|
Post by silenthunter on Jul 29, 2017 21:55:27 GMT
Needs more distinct colours.
|
|
|
Post by silenthunter on Jul 27, 2017 12:46:19 GMT
Network Rail has announced that the wires will be switched on in January. Ironically, the electrification will be done before the rolling stock arrives... When the Kent Coast lines were electrified in the late 1950s, the CEPs/BEPs arrived first and were stored on the Ardingly branch until the line was ready. You had two crews assigned to run the units around there to stop them seizing up.
|
|
|
Post by silenthunter on Jul 26, 2017 13:56:36 GMT
I believe there are two issues here which are deserving of more information. It appears that further third-rail electrification in the UK is now effectively ruled out, primarily because any new installation must be shown to be justified as an exceptional matter. That has effectively shut down that avenue on safety grounds. The question of OHLE clearances is one where we have been let down by the likes of ORR or RSSB in failing to seek a derogation from the revised standard for clearances. Such a course of action was entirely feasible and by all accounts would not have been problematic. On the latter, I recommend a read of recent articles by Roger Ford in Modern Railways. The finger of suspicion on clearances points very firmly at ORR. With that in mind, it's worth considering that ORR guidance includes a presumption against top contact 3rd or 4th Rail electrification, with options available to demonstrate safety. This apparently why it is hasn't been possible to electrify to Uckfield, for example. There are also significant complications in combining 3rd rail and overhead electrification which, given existing overhead electrification at the Barking end, would add costs even if it were allowed. I have just read that. As for Uckfield, the Gibb Report has recommended OHLE electrification there. If you did that and the Hastings-Ore section, you free up a load of DMUs... Anyway, can't you couple two 170s together until the new stock arrives?
|
|
|
Post by silenthunter on Jul 25, 2017 18:22:16 GMT
What issues could prevent running in the dark? Cameras? Headlights?
|
|
|
Post by silenthunter on Jul 16, 2017 12:53:38 GMT
I believe that on the line west of Shenfield, the change was straight from 1500V DC to 25kV AC. At any rate, the 1940s masts are only now being replaced.
|
|
|
Post by silenthunter on Jul 15, 2017 20:32:52 GMT
In some countries, they have full LCD screens hanging from the ceiling that also show adverts. The latest UK commuter trains from Siemens and Bombardier also have such screens although just showing journey information I think. Hanging them from the ceiling in the Jubilee line 96TS would be a bit of a headroom problem though! True, although you could do them in the S Stock.
|
|
|
Post by silenthunter on Jul 14, 2017 20:45:50 GMT
I bought from eBay this week a 1949 BR Eastern Region timetable that includes the early electric services from Liverpool Street using the Class. Shenfield (& Hutton) to Liverpool Street took 44 minutes stopping at all stations; with Crossrail it is due to take 40.
Mind you, the steam fast took 32 minutes.
|
|
|
Post by silenthunter on Jul 14, 2017 20:33:18 GMT
In some countries, they have full LCD screens hanging from the ceiling that also show adverts.
|
|
|
Post by silenthunter on Jul 14, 2017 20:31:00 GMT
Way back when South Eastern still ran slam door trains and I commuted to London, I tended to travel at the front of a twelve carriage train (because it was less crowded there), and thus had to walk back along most of the platform at my destination. On most days I (or other passengers) would need to push at least one door closed as it had been left ajar, or partially latched by other passengers. During daylight hours this generally allowed the train to depart as it saved a porter (remember those) from having to make his way down the platform. At night, when the porters could not always see the open doors, it sometimes meant giving the door a kick whilst the train was accelerating from the station. I read a story about a member of BR staff who didn't manage to close the door of an InterCity train properly and the door ended up being ripped off the train when it entered a tunnel. Said door was delivered back to her depot wrapped up in something, but I can't remember what.
|
|
|
Post by silenthunter on Jul 9, 2017 12:56:24 GMT
However, Oyster is not valid on Virgin Trains services to Watford Junction from Euston, who use 125mph capable Pendolinos. With GWR to Reading, you will have Electrostar semi-fast services (Crossrail will of course be operating the stopping ones) and 125mph capable IEPs. Anyone wanting to head out for Reading from Paddington will likely go for the latter. Which could create problems. Officially there are no Virgin trains from Watford to Euston and hence the fares allocation doesn't include them Up Virgin services to London call there specifically to set down passengers only, while Down trains call there for the express purpose of picking up folk who are travelling northwards. Reading however is a lot further out from London and as such tickets from there to London via what used to be called InterCity services (operated by HSTs) were indeed offered at a higher price than Network SouthEast ones (operated by DMUs). Since the two franchises (originally each was let as a separate entity) were merged in a previous Franchising round I'm not sure what has occurred with fares, but its quite possible that this differentiation still exists somehow. In which case things will indeed be very complicated. Ultimately however the DfT and Treasury will not countenance fares going down when Crossrail arrives so Oyster has to either face restrictions on its use or reflect the highest possible Reading - London fare. There is no difference in price as to whether you get HST or Turbo; but the strong suggestion for seat reservation on HSTs means you may have problems finding a seat. I don't recall a 'speed premium' in NSE days; but I may be wrong - certainly one of the selling points of the 125 when they were introduced was that BR didn't charge a speed premium, unlike what is the norm in continental Europe. For example, Berlin regional tickets are valid on S-Bahn, R and RE trains, but it costs extra for IC/EC ones and more still for ICE.
|
|
|
Post by silenthunter on Jul 8, 2017 21:25:31 GMT
As with the Eastern Crossrail stations (where serves are also provided by other franchised TOCs) then TfL fares from Reading etc must be the same as those operated by the likes of GWR. Moreover TfL are not allowed to have 'cliff edge' fares between a jointly served station and an exclusively TfL served station - meaning that regardless of what the Mayor may say, fares on Crossrail / London Overground can never be Frozen for the length of his term as is possible on the Tube / DLR / Buses As such Reading, plus Twyford, Maidenhead and Slough (given all the Thames Valley branches will definitely stay with GWR, even if TfLs land grab for the residual semi fast GWR Reading services comes off) will most likely require to be put into special fare zones outside the normal ones - just like stations to Gatwick Airport . (Its worth noting that in distance terms Reading is even further outside of London than Gatwick Airport is!) This may be of use en.wikipedia.org/wiki/List_of_stations_in_London_fare_zones_7%E2%80%93W but it should be noted Fare zones B, C, G and W, and the route out to Gatwick Airport, have fares set by National Rail train operating companies. Agreed. I think they will do the same thing they did with stations to Gatwick Airport. However, you have different fares on Gatwick Express than on Southern.
|
|
|
Post by silenthunter on Jul 8, 2017 21:24:06 GMT
Do we know whether this will be in a zone or outside them? Also, would Oyster be valid on GWR HST/IEP services? Very likely due to the way shared stations must be handled with respect to fares (to to be more specific, what percentage of revenues gathered from fares are dolled out to each operator) - after all it can be used from Watford Junction on London Midland / Southern services southbound while on Grater Anglia routes Oyster is also available on their services, not just the TfL ones. However because fares at stations where franchises let by the DfT call are agreed between ALL operators - that effectively means that the Oyster fare will be set the same as a standard single (peak times) or standard off peak single. Consequently, as with 'Oyster to Gatwick Airport' there are likely to be cheaper operator specific / time specific / advance ticketing options available for those who wish to research such things and not use the "Its Oyster and it will always give us the best fare" stuff TfL come out with. On TfL run services that might be true, but when it comes to Oysters extension onto services operated by franchises let by the DfT things are very different. However, Oyster is not valid on Virgin Trains services to Watford Junction from Euston, who use 125mph capable Pendolinos. With GWR to Reading, you will have Electrostar semi-fast services (Crossrail will of course be operating the stopping ones) and 125mph capable IEPs. Anyone wanting to head out for Reading from Paddington will likely go for the latter. Which could create problems.
|
|
|
Post by silenthunter on Jul 8, 2017 18:09:51 GMT
Well, then you'd be a 4-CAP.
|
|
|
Post by silenthunter on Jul 8, 2017 18:04:22 GMT
Do we know whether this will be in a zone or outside them? Also, would Oyster be valid on GWR HST/IEP services?
|
|
|
Post by silenthunter on Jul 8, 2017 18:03:16 GMT
Its not just LU, the mainline have "cars" too e.g. the Class 411 is a 4-car EMU 411? That's a 4CEP in SR language... interesting choice of an example.
|
|
|
Post by silenthunter on Jul 8, 2017 17:11:00 GMT
I was in Vienna recently and their local trains, as well as trams, have a 'door ordering' system. If you're getting at the next station, you can press a door open button ahead of time and that door will open automatically when the doors are released.
I thought that was a neat innovation to copy.
|
|
|
Post by silenthunter on Jul 8, 2017 17:08:28 GMT
I saw they've changed the bar colours the other day - weren't they yellow before?
|
|
|
Post by silenthunter on Jul 5, 2017 20:03:52 GMT
When are these likely to actually run in the peaks?
|
|
|
Post by silenthunter on Jun 27, 2017 19:35:50 GMT
You can get from Monument to the Northern Line at Bank without passing through any gatelines. Bank and Monument are considered one facility whereas Liverpool Street and Moorgate will remain separate just with both connected to the Elizabeth Line platforms. I was referring to the length of the walk involved between them. As for the 345s, is the seating comfortable?
|
|
|
Post by silenthunter on Jun 27, 2017 18:01:05 GMT
The problem with that however is that it will be incorrect for the peak time trains from Gidea Park to Liverpool Street mainline. No more incorrect in saying you can get to the Northern Line from Monument.
|
|
|
Post by silenthunter on Jun 25, 2017 20:21:51 GMT
They were originally three carriages, then extended to four before finally five. Software issues prevent any additional carriages being added. Well, you could - by reforming them back to three or four cars and running them in pairs as six- or eight-car trains. What about platform length?
|
|
|
Post by silenthunter on Jun 24, 2017 7:06:50 GMT
When LO and TfL Rail took over the Liverpool Street suburban services, they got the 1980s units that were running it - these originally were nearly all (bar the 321s) outshopped in BR Blue-Grey. The plan is to replace all of those with Aventras in varying forms.
|
|