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Post by domh245 on Nov 27, 2017 23:33:23 GMT
I don't think he'd be getting in many people's way at midday at Wimbledon Park!
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Post by domh245 on Nov 24, 2017 20:44:59 GMT
If I remember correctly, trams have a different wheel profile to conventional stock which would potentially require relaying all of the rails to ensure that the wheels and track interface properly. Also interesting to read on this wiki page that one way in which trams negotiate tight turns is to ride up onto the flange to help turn them (which will probably be one of the sources of the squeal that rincew1nd noted)
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Post by domh245 on Nov 23, 2017 12:49:50 GMT
I'm fairly certain that Fulham Broadway is still the nearest station to Stamford Bridge. Could the link simply be that they are all/were premier league stadia
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Post by domh245 on Nov 23, 2017 10:19:21 GMT
Given the previous answers, are we dealing with Football stadiums, in which case I'll go with Fulham Broadway and Putney bridge
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Post by domh245 on Nov 21, 2017 0:10:33 GMT
There's another way as well - take the content from facebook and rehost it on another site (such as imgur, flickr, tinypic, etc) and then link to that.
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Post by domh245 on Nov 20, 2017 16:14:02 GMT
Group membership does seem to be required, as I'm getting a permission error. Which of course means those of us without a FacePest account will have to wait. Unless of course it's the same photo as the one I shared a couple of weeks ago
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Post by domh245 on Nov 17, 2017 22:30:57 GMT
If anything, putting the buttons on the door isn't Bombardier's style - only the S stock have such an arrangement whilst their mainline trains have all had the buttons mounted on panels next to the doors. Are you sure? All the ____star range seem to have them on the door leaves, with the exception of the Cheapostars (the ones with hopper windows instead of air con). Certainly in terms of internal door buttons (which is what I presume we are talking about given the context of the original post) they aren't door mounted on any of the _stars. Externally, you are correct in that they all are mounted on the door leaves (barring the 2 fleets with plug doors, cheapostars and capitalstars) And I'm not really convinced that it is as much of a problem as you make out. In peak times, there'll be someone near enough to the doors to open them (or they'll all open automatically), and equally if there isn't anyone opening them you should be able to reach the buttons yourself. I understand the whole reaching out bit isn't necessarily a problem which is why I added that last paragraph but I'm more focusing on the fact that the person I encountered is not going to be the only unobservant person to use public transport and he was very close to missing his stop which I've encountered others do on other services. To be honest, my biggest thought is passenger flow because having buttons in the middle on the outside gives those inconsiderate people an excuse to walk on before letting you off but public transport is supposed to be designed for optimum passenger flow. It just doesn't make sense to me; I can deal with the inside layout but when a station is busy, people crowd around doors to get on first and having a button in the centre may prompt people to not make way for someone alighting. There'll always be some unobservant people, and you can't always have ways of getting around that without introducing unnecessary noise (" The door buttons are now activated") or plastering stickers over the door explaining it. I can only assume that the person in question is unfamiliar with travelling by train as more or less every train on the network has got door opening buttons off to the side. You do raise a good point about passengers trying to board whilst others are trying to disembark, and again, you'll always have selfish people like this. If they are trying to squeeze themselves through the smallest possible gap to get on the train ASAP despite seeing people in the windows waiting to get off, I suspect that they are beyond help and would try similar even if someone was also trying to emerge from said small gap to disembark. That said, there is some inherent mitigation around this - the wide doors means you should be able to have multiple people passing (I don't have any numbers, but some guesstimating places the width at 1700mm, which would be equivalent to S stock doors which I seem to remember are able to take 3 people side by side), and outside of the core section with PEDs, passengers likely won't be stood in the right place on the platform to open the doors as soon as they release, whereas internal passengers will be
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Post by domh245 on Nov 17, 2017 21:13:04 GMT
If anything, putting the buttons on the door isn't Bombardier's style - only the S stock have such an arrangement whilst their mainline trains have all had the buttons mounted on panels next to the doors. The use of plug doors is probably one of the main reasons for such an arrangement as it means the doors would have to pop out further to avoid fouling themselves. And I'm not really convinced that it is as much of a problem as you make out. In peak times, there'll be someone near enough to the doors to open them (or they'll all open automatically), and equally if there isn't anyone opening them you should be able to reach the buttons yourself.
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Post by domh245 on Nov 16, 2017 11:24:45 GMT
It is for illuminating the pantograph well & pantograph/overhead line interface so that they can be monitored by onboard cameras. Unlike some other Dual Voltage units (which only have the camera on when the pantograph is raised) the ones on the 700 are always on so that they can monitor if things fall into the pantograph well when on third rail areas, to try and avoid repeats of the Kentish Town incident
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Post by domh245 on Nov 8, 2017 16:34:24 GMT
Where specifically is that chamber that they're stood in? I very much doubt it's where the extension meets the loop - so presumably it's a bit further up the line, with that last section being/has been dug without TBM?
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Post by domh245 on Nov 6, 2017 23:24:15 GMT
I would expect that you'll see a bunch of Crossrail units, as well as a few London Overground units, GWR Electrostars, and possibly a few S stock units doing ATC testing if that is still something that happens (or do they just get fitted and validated at Litchurch lane and sent back to London?). Plus whatever other shunters are there
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Post by domh245 on Nov 5, 2017 19:41:00 GMT
The amber lights indicate that the doors aren't locked on that carriage. And from what I remember, the lower light illuminates if a passenger alarm has been operated in that car.
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Post by domh245 on Nov 4, 2017 17:50:45 GMT
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Post by domh245 on Nov 4, 2017 17:45:12 GMT
They are hauled by 92s operated by DBC (occasionally borrowing from GBRf as well when they are running short) but as far as I'm aware they only operate overnight. Admittedly, that isn't a massive issue with sleeper services in hindsight. This flickr user has some interesting insight into the operations of freight services through the tunnel, and has also got a couple of photos of the stock waiting in Dolland Moor yard having come through the tunnel
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Post by domh245 on Nov 4, 2017 13:08:45 GMT
It went through ECS this time, but that's not to say it couldn't run in passenger service. It would need a loco on both ends, but that's simple (assuming there are locos rated for passenger operation in the tunnel, as all normal passenger movements are EMUs). Whether the doors line up with the tunnel evacuation doors is probably the biggest issue, but I have no idea whether they do or not. I think the biggest issue would be speed. Not only is the stock old (and so generally not as good for high speed, but this is just conjecture), but the only locos that could haul it, in the form of class 92s, are 20kph slower (160kph vs 140kph) than the Shuttle services - which would mean that timetabling it in between all of the shuttle services, as well as the eurostars would be difficult, the Chunnel is already quite a busy railway.
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Post by domh245 on Nov 3, 2017 22:30:32 GMT
The link seems to be stairs. Are three going up to the trains while the odd one out is going down? I'll admit that I'm not an expert on the matter, but I'm fairly certain A is an escalator! (undergoing refurbishment)
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Post by domh245 on Nov 3, 2017 14:24:52 GMT
Aren't the Class 710s equivalent to a 5-car unit in length? I would have thought that a 710 unit that was significantly longer than classes 315 and 317, which they are to replace, would be a bit of a liability on LO's Chingford and Enfield routes, but I stand to be corrected. I think that they are 4x20m long cars, so not big-bang in terms of extra capacity, but there'll be some improvements from the layout, through gangways, etc.
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Post by domh245 on Oct 31, 2017 20:24:20 GMT
As for the 37, the reason behind this is that it is one of small fleet of locomotives that can haul multiple units with this type of coupler (the other 2 also being 37s) This means that they can simply couple a unit up to the locomotive and haul it without any barrier wagons or other such translator vehicles. Also the original planned haulage wasn't available so the operator of the Class 37s stepped in. To answer Banana99 - the train was hauled to Stepney Green junction and then pushed to Abbey Wood so, yes, both in the tunnel and outside. The Crossrail tunnel is probably dirtier than the loco given all the construction work and will need cleaning before the 345 starts running under power. Presumably the planned traction was supposed to be a DB Cargo 67 with translator vehicles, as per the original delivery runs?
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Post by domh245 on Oct 30, 2017 22:16:44 GMT
Well as the wires aren’t yet live, surely this isn’t a surprise? Well, it had to be a diesel, but a 55-year old class 37 is a bit of a surprise. What was powering the engineering trains down there? Sadly, none of these ex-class 501 battery locos built for Merseyrail, the GN&C, and the City Widened Lines electrification, are still in existence (all scrapped in 1995), As I understand it, the engineering trains were either powered by GBRF 66s, or crossrail battery locomotives. As for the 37, the reason behind this is that it is one of small fleet of locomotives that can haul multiple units with this type of coupler (the other 2 also being 37s) This means that they can simply couple a unit up to the locomotive and haul it without any barrier wagons or other such translator vehicles.
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Post by domh245 on Oct 30, 2017 17:31:39 GMT
Does anyone know the number of the unit involved? 345021 if this tweet is anything to go by
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Post by domh245 on Oct 25, 2017 14:41:34 GMT
Just over two years since the last all-over advertising wrap on 21471/72 for Mexico, another S7 has been wrapped and unveiled today. Awaiting confirmation that (21455/56) is running on the Circle Line today as train (206). And for those interested as to what wrap it has gained - "Heart of Russia", and it looks like each car focuses on Russia's achievements in various fields, such as Cinema and Science (based on the images I've seen on Twitter)
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Post by domh245 on Oct 16, 2017 18:49:05 GMT
It is worth noting that the Rigid Overhead Conductor, isn't just an inverted juice rail type installation, it has got a contact wire set in it that the pantograph is in contact with, it simply prevents the need for catenary wires and most of the tensioning equipment. As for the physical transition, I expect that it'll be something like this (the imaginatively named transition bar), the contact wire simply runs into the ROC, the other rails helping to ensure that there is a smooth transition
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Post by domh245 on Oct 15, 2017 22:34:12 GMT
Wonder if it would be better for the 95ts to go to the Pic and the NTfL be brought in on the Northern instead. Would allow a larger fleet on both without capital expenditure on an obsolete design. Point being, perhaps now is a good time to take stock (pun apologies) of current fleets size compared to future predicted requirements. Will they fit? They can physically fit down the tunnels as they've made it to South Ealing before, although I am not sure if there were any speed restrictions that had to be put in place for it to prevent it from clouting the tunnel wall at certain locations.
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Post by domh245 on Oct 15, 2017 18:48:39 GMT
Can anyone remember who the barmpot was and the reason for having single leaf doors on the D stock? Can't remember who, but the reason was that they were being introduced at a time when ridership was at a low level and appeared rather stagnant if not in decline, so they reasoned that single leaf doors would provide ample capacity, but would mean lower maintenance requirements
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Post by domh245 on Oct 12, 2017 19:56:17 GMT
I see the compressors have gone into the former NDM cars. I was surprised to find out they have three fitted. one in either NDM and one under the sandite(trailer) car. Presumably, two are for the main train functions (brakes + redundancy) and then one solely to power the sandite application?
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Post by domh245 on Oct 7, 2017 19:17:50 GMT
Please help. I never thought that this would happen but I have become lost. Pray, do tell... which route is the BRE? Simon Barking Riverside Extension
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Post by domh245 on Oct 6, 2017 21:00:18 GMT
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Post by domh245 on Oct 3, 2017 20:56:37 GMT
Is this: - a poorly fitted panel / failing frame ?
- evidence that these cars are flexing, causing panels to drop ?
- suggests that they can be easily vandalised ?
Additionally several of the doors in the same were displaying red out of service lights on both sides, which flickered or remained on for some time as the train headed east, before the red background lights disappeared and they returned to 'in service' with no backlight. Thoughts ?? My first thought is that the latter fault could well be connected to the loose panel. It is the case in the Desiro City trains that the cabling is run above the ceiling (which is the reason that I've seen given for them not having grab handles there) and I wouldn't be surprised for this to be similar, and as the panel moved about with the train, it could have caused connectors to come loose and start causing things not to behave properly (but not enough to bring up an urgent fault in the cab, otherwise the driver would have had to have had a look). As for the loose panel itself, I would think that it was just a poorly fitted one. If they were flexing, or could be easily vandalised, you would expect to see a lot more of them hanging loose. It looks to me as if after it being opened, one of the screws holding it closed has for some reason not done it's job - possibly because it was either not put back in, or wasn't put back in properly.
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Post by domh245 on Oct 2, 2017 6:39:01 GMT
Is the odd one out C as it was taken looking North, whilst all the others were looking South?
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Post by domh245 on Oct 1, 2017 19:48:57 GMT
aslefshrugged - have they even finalised the design yet? Any information about design progress has been notably absent. In short, no. I would expect that the individual bidders (Hitachi/Bombardier, CAF, Alstom, & Siemens - although those last two have recently announced a merger of their rail divisions) are all doing their design work based on what TfL has specified, and that the next time we hear any major news will be when the contracts are signed, at which point we will see intial renders and some final tweaking of them.
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