We've lost ..............two London Termini which ain't been replaced.
Broad Street is one, but what is the other?
Whilst the railway is radically different from 1948, it is not so different from 1994 (or even 1971, if you want to choose equal timeframes). And the infrastructure has already been re-nationalised. Reversing the franchising process would be simply a matter of taking each one back in-house as they expire. It wouldn't even require legislation, as the Railways Act already allows for this.
Section 26ZA of the Railways Act 1993, as subsequently amended: "if ...........the appropriate franchising authority receives a tender but considers that the services would be provided more economically and efficiently if they were provided otherwise than under a franchise agreement.... the appropriate franchising authority may .....decide not to seek to secure the provision of the services under a franchise agreement."
It is therefore always open to the franchising authority not to grant a franchise. But, as it never evaluates whether "services could be provided more economically and efficiently" by any arrangement other than franchise, it is failing to examine whether a franchise is the most economic way of providing the services.
no platform at Stamford Brook Station on the Eastbound Piccadilly, but curiously one on the Westbound!.
This is a consequence of the colourful history of that stretch. Wikipedia and "Going Green" give slightly different versions of the history but from 1912, when the station was built, the southernmost (now westbound) tracks were used by the District, and the island platform was built between those tracks. The northernmost pair either did not exist at all or were exclusively used by the LSWR, turning left at Hammersmith for Grove Road. (This is why the remains of the viaduct to Grove Road are between the two present eastbound tracks)
A rearrangement to the current configuration took place in the 1930s when the Piccadilly was extended beyond Hammersmith, but as the centre pair were now intended for fast (Piccadilly) trains only, there was only a need for one new platform, on the "slow" line.
Post by norbitonflyer on Mar 25, 2017 22:37:46 GMT
According to CULG, the Met ran to Richmond via Grove Road until 1906 (with GWR continuing for a few more years) and to Addison Road via Westbourne Park until bomb damage closed the route in 1940 (the line having been electrified in 1909)
Post by norbitonflyer on Mar 24, 2017 10:19:47 GMT
The economics of building, and particularly delivering, rolling stock make it likely that at least final assembly of most new trains takes place in the UK - although it is not unknown for the first examples of a new type to be built and tested abroad.
But most rolling stock builders in the UK are foreign owned. So although Brigham is correct that they will provide employment in the UK, Chris is also correct that the profits will probably go to Canada (Bombardier), Japan (Hitachi), Switzerland (Stadler), Spain (CAF) or Germany (Siemens)
Quoting the original specifications in passengers per hour, but the current ridership in passengers per year is really annoying me! Could kind soul convert one to the other to make the comparison easy for those of us who are not mathematically inclined.
Allowing for five non-traffic hours, the conversion factor is roughly 7000.
drivers could use "select close" so that all doors except a single leaf one on each carriage would close.
1973 stock used to have a feature in which two leaves (a single leaf door and the adjacent leaf of a double leaf one) could be kept open whilst the rest were closed, for use at extended dwells. I recall a passenger at Hammersmith, clearly under the impression the door was stuck, trying to forcibly close the open leaf of the double set!
Would it be possible for someone to compare the head of rail datum in the W & C Waterloo depot roads, with the head of the rail datum in the parking roads of the Bakerloo line London Road Depot. Also of interest Blackfriars District line station area and the W & C nearby. Thank you experts.
At Blackfriars and all the way along Queen Victoria Street as far as Mansion House station, the W&C is directly underneath the District Line. How far below I don't know, but obviously by at least the diameter of the tunnels!
This is also mentioned in Network Rails consultation about its plans for the Kent route in the next decade. It won't come cheap however as the old station site only had 8 car platforms and they have pretty much been obliterated since closure anyway.
Most stations on that line only have 8-car platforms, and many would be very difficult to extend (see Loughborough Junction, Herne Hill, Tulse Hill etc) . There is, after all, a reason why some class 700s are not 12-car.
Post by norbitonflyer on Mar 21, 2017 13:49:17 GMT
OK, the battery storage makes it a hybrid - indeed the ability to use an external electricity supply makes it a plug-in hybrid!
The liquid oxygen supply in Saturn V is not just for added oomph. Without it, there would be no oomph at all. Saturn V had to operate at up to 120 miles altitude. The record for an air-breathing aircraft is less than 20 miles - where the density of air is already only about 1% that at sea level.
Hydrogen powered hybrids? Do such things exist? Why burn the hydrogen to drive a motor/generator to generate electricity, when a fuel cell can convert the hydrogen to electricity directly without all that inefficient combustion, rotation, and electromagnetic induction.
Nearly all hydrogen powered vehicles in production use fuel cells. Petrol or diesel hybrids use internal combustion engines to generate electricity.
Internal-combustion hydrogen powered vehicles do also exist, but these deliver mechanical power directly for propulsion, rather than using it to make electricity. Here is a typical example
The rubbish isn't on the platforms, it's on the banking on the left-hand side, in both the Earl's Court and Wimbledon directions.
If they put a receptacle at the stopping point by the driver's door as you suggest, someone would have to cross the live track to access it to empty it, which is difficult and dangerous with the current flowing.
I thought "411" was suggesting a bin on the platform side. I would guess they prefer chucking the rubbish out on the non-platform side only because they can't be seen doing it. But as they have to open the driver's door on the platform side anyway, a bin where "411" suggests, on the platform beyond the "no passengers beyond this point" sign, would be more convenient for the drivers than opening the "wrong side" driver's door.