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Post by norbitonflyer on Feb 17, 2024 20:52:16 GMT
My concern about the Suffragette line is that nobody can spell it Nobody can spell Metroloptian either. Or Picadily Piccadily Picaddilly the dark blue one
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Post by norbitonflyer on Feb 16, 2024 15:11:14 GMT
Call something the Suffragette line is akin to call something the Extinction Rebellion line as they employed rather similar tactics. Although the name was chosen because the last living suffragette lived at one end of the line, it is noticeable that Hollway prison is close to the other end, where many of them spent rather more time than they would have wished.
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Post by norbitonflyer on Feb 16, 2024 15:06:46 GMT
I suppose the other thing we need to consider here are the colours themselves. I wonder why they could not have kept orange for one of the routes - perhaps for the Windrush line, given that line was orange even back in the days of the ELL? The "amber" Lioness line is quite orangey-yellow, and on the latest maps the Circle Line seems to have acquired an orange tinge too. It shows up better agaisnt the white background. Some of the colours are arhger unfortunate though - the Mildmay Line looks like an extension of the DLR (I think it should have been pink, to match the red of the other half of the orbital route), and the contrast between the Elizabeth Line and the Liberty Line is not great - it looks like the latter is a branch of the former, rather than a separate line.
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Post by norbitonflyer on Feb 15, 2024 18:10:01 GMT
I'm guessing that it refers to the LMS electrification of the London, Tilbury and Southend line. That line was not electrified until long after the LMS ceased to exist - at least, not beyond Upminster. However, the DC electrification of what is now the District Line was a joint venturen between the Underground and the LTSR (to Barking in 1908) and the LMS (to Upminster in 1932)
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Post by norbitonflyer on Feb 15, 2024 18:03:24 GMT
The name Liberty is very daring and might yet become a source for regret - because it might be hijacked by protest groups wanting just that. I doubt such a protest would have much impact, given the runtish nature of the line.
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Post by norbitonflyer on Feb 15, 2024 18:00:46 GMT
There is no public consultation in the traditional sense for this project You are absolutely right. Where is the consultation? n. There was a consultation, inviting suggestions. None of mine were adopted...........
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Post by norbitonflyer on Aug 26, 2022 8:50:34 GMT
C looks like Leytonstone Midland. In the absence of OHLE, are they all stations on the Gospel Oak - Barking Line? If so, the pictures must have been taken more than four years ago.....
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Post by norbitonflyer on Aug 24, 2022 12:01:50 GMT
The delayed closure of the Northern line Bank Branch between Moorgate and Kennington has been publicly announced as a 17 week blockade between 15 January and mid-May 2022. The new ticket hall on Cannon Street will open later around September 2022 Any news on the Cannon Street entrance?
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Post by norbitonflyer on Jul 31, 2022 12:43:18 GMT
I firmly believe that Ongar never really worked because there was no direct service. There was, at one time, a perfect opportunity to offer a park and ride service alongside a special fare with direct trains that would have probably had enough custom to save the service. Now all the land at Ongar has gone for this purpose. Athrough service would have been difficult to organise without significant capital expenditure. It was of course single track which would have meant the entire Central Line timetable would have to be built round its end to end times (even if most trains terminated at Epping) Alate running train from Ongar would delay the next train waiting at Epping, causing a queue, and consequently delaying trains being on position to return westbound. I also seem to recall that the DC feed was only fromn the Epping end and struggled to power two trains at once, meaning there had to be careful co-ordination in managing departures from each end or when crossing at the passing loop at North Weald. .
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Post by norbitonflyer on Jul 28, 2022 10:35:47 GMT
It was very common before the days of derv-powered equipment to build temporary railways to enable huge civil engineering projects. Hence the use of the term "permanent way" to mean a railway line (as distict from the temporary tracks laid by the contractors building the thing). Of course, even "permanent way" are anything but, as they need renewal or changes in layout from time to time (not to mention Beeching and the like)
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Post by norbitonflyer on Jul 23, 2022 21:52:38 GMT
Because the Picadilly Line trains serve T4 before T23, it can be quicker to get a bus to Hatton Cross than go round the loop. Bus between T4 and T5 is usually quicker than changing trains at Heathrow Central. Since Terminal 5 opened in 2008, the train service splits at Hatton Cross - half the service goes to Terminal 4 then to T123, the other half to Terminals 123 and T5. Indeed - the OP was talkinmg about travel from T4 to central London. I can't envisage a circumstance where it would be quicker to get off at hatton Cross and get a bus to T2/3, especially as the buses have to go halfway round the airport to reach the road tunnel. Buses used to be allowed through the "cargo tunnel" between the central area and the south side (Route 82, introduced in 1970 - coincidentally route 82 had previously beenthe number of a route through another tunnel - Rotherhithe). Other routes also ran throuigh the tunnel after T4 opened in 1986, but heightened security requirements ended this practice in 1989, after which there was no direct public transport connection between the central area and T4 until the Heathrow Express opened.
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Post by norbitonflyer on Jul 23, 2022 17:09:02 GMT
So Heathrow Airport is now so large, that not only does it have more than one station, but it's quicker to get a bus to somewhere off the site, than to go between two internal stations. . Hatton Cross is within the airport's perimeter, albeit not near any of the terminals. Because the Picadilly Line trains serve T4 before T23, it can be quicker to get a bus to Hatton Cross than go round the loop. Bus between T4 and T5 is usually quicker than changing trains at Heathrow Central.
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Post by norbitonflyer on Jul 18, 2022 19:16:39 GMT
I noticed Lambeth North has closed due to heat related issues. What could be the cause of this? Thanks Possible short working because of speed limits elsewhere on the line. Or maybe the lifts con't reach the top level because the cables have expandsed
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Post by norbitonflyer on Jul 18, 2022 15:17:05 GMT
TfL website says the whole line is currently suspended because of a signal failure at Walhtamstow Queens Road. Not a good start
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Post by norbitonflyer on Jul 12, 2022 8:04:36 GMT
Harlow Council don't seem to know what they want. Extensions of the Underground outside the GLA boundary are unlikely to happen any time soon - especially after the Croxley-Watford Junction debacle. And who is going to use a stopping service on the Central Line when there already exists a much faster main line service to Liverpool Street? Especially given that the central Line is running at capacity already, without extra passengers from Harlow? (those who wish to railhead from Epping already do so, so an extension beyond Epping is unlikely to generate much revenue for TfL).
Extending the zones to Harlow - another idea in the release - might be a runner. This might reducing the number of drivers using the M11 and/or Eppping Statioun car park.
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Post by norbitonflyer on May 28, 2022 6:32:37 GMT
Not mentioned so far is the return of trains to the 1878 Connaught Tunnel, east of Custom House, for the first time since the 2006 withdrawal of the North Woolwich service. Will this be the oldest part of the new line? The section of line between Plumstead and Abbey Wood, including Abbey Wood station, opened in 1849. The route was weidened from two tracks to four for Crossrail. Aaway from the newly-opened section, the Great Eastern and Great Western Main lines were both opened in the 1830s.
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Post by norbitonflyer on May 15, 2022 20:41:11 GMT
The new Bank Platform is now open to passenger service Trains are now in Passenger service from Morden to Moorgate Via Bank That's northbound. Is the new (southbound) platform also in service yet?
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Post by norbitonflyer on Jan 23, 2022 20:31:31 GMT
Other unofficial signals I've heard were "three bells" - we're full up: don't bother stopping until you get a "one bell" meaning someone wants to get off. Really bad luck for someone wanting to get off at a compulsory stop. I always rang the bell if I wanted to get off, as I wouldn't know if it was a request stop or not. Or a conductor seeing a passenger making for the exit would ring the bell anyway.
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Post by norbitonflyer on Jan 23, 2022 8:40:29 GMT
Also, what personnel would work on a bus. I take a driver and a conductor? Would the conductor always be at the rear entrance of the bus doing their job? Thanks! The conductor would move ar0ound the bus collecting fares, but should be on, or at least in sight of, the platform when giving the starting signal. It is for that reason that there is a pull cord downstairs, so a signal can be given to the driver anywhere downstairs, but just one buzzer button upstairs, at the top of the stairs , where there is a clear view of the platform. However, it seemed to be commo0n practice, if a conductor was at the front of the top deck, to knock loudly on the floor above the driver to give a starting signal. The platform could be seen in the mirror at the top of the stairs (whose primary purpose was to look the other way, to allow a conductor on the platform to see how busy it was upstairs) Other unofficial signals I've heard were "three bells" - we're full up: don't bother stopping until you get a "one bell" meaning someone wants to get off. four bells or more - emergency - stop now (not at the next bus stop). Used for example when someone is being dragged, or a parent and child have been separated.
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Post by norbitonflyer on Jan 18, 2022 19:23:13 GMT
"First half of 2022" So 30Jun2022 then! Warning: pedantic alert: If we split 365 days into half, we get 182.5. So the last day of the first half of this year could also start 182 days from 01 January which is Saturday 02 July! 182nd day of a non-leap year is July 1st.(31+28+31+30+31+30=181 So any time up to mid-day on Day 183 (July 2nd) would do. (Indeed, as daylight saving is in force at the beginning and end of the year, but not in July, we can stretch to 1pm BST)
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Post by norbitonflyer on Jan 17, 2022 22:34:40 GMT
Aren't Oyster PAYG fares for the mainline more expensive though? Not in my recent experience. I can get home from London Bridge in two ways - either all tube or Thameslink to Kentish Town and then tube. They cost the same.
Thameslink is an exception. Most NR routes (other than Overground) charge a higher rate - and the difference is growing because whilst TfL has frozen its fares for the past few years the DfT has indexed NR rates. There is thus a north/south divide in fares in London In fact it's even worse because if you want to travel beyond your London terminus (e.g Bromley South to Green park via Victoria) you pay even more. And to make it even more unfair, the Zone boundaries are skewed - Woodford and Kingston are both 10miles from Charing Cross as the crow flies, but Woodford in=s in Zone 4 and Kingston in Zone 6.
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Post by norbitonflyer on Jan 13, 2022 9:33:29 GMT
Earlier Piccadilly line trains were of the same dimensions as the current Bakerloo fleet until replaced. They were, but the current Picadilly Line cars are longer and wouldnot have sufficient clearance on some of the tight curves on the Bakerloo brand new trains, which haven't been seen there since delivery of the 1938 6-car tube stock, which were soon lengthened with an older car! The 1972 Mark 2 stock was built for the Bakerloo, although it was run-in on the Northern as a temporary measure.
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Post by norbitonflyer on Jan 7, 2022 23:19:07 GMT
The introduction of the 710s will no doubt have placed greater notice to commuters on how old the 72 stock actually is (I would guess that many are probably confused as to why the overground keeps on getting new stock, (slam door stock > 313 > 378 > 710), whilst the underground stock has stayed the same. Actually the U&ndergro9und stock has not stayed the same, as the Bakerloo was still using 1959 stock when the Class 501s were withdrawn in 1985 (and had only recently withdrawn its last 1938 stock)
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Post by norbitonflyer on Dec 29, 2021 23:05:02 GMT
Is the problem likely to disrupt services? For example if the damaged slab is above the running lines.
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Post by norbitonflyer on Dec 26, 2021 10:31:38 GMT
Also South Eastern. Boarding a train at Waterloo East Platform B to be greeted by announcement that it is a service to Charing Cross via Sidcup is a little disconcerting. On one occasion at London Bridge I saw Cannon Street as the destination on platforms 1,2 and 3. Trains leaving Cannon Street on the loop usually show Slade Green as the destination until Woolwich Arsenal then Sidcup until Slade Green when it reverts to Cannon Street. Quite so - but all trains from Platform B go direct to Charing Cross, having already made all their other calls.
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Post by norbitonflyer on Dec 24, 2021 10:48:15 GMT
Will it update to simply the destination once the train reaches the 'via' location? Unlike current Central line... Also South Eastern. Boarding a train at Waterloo East Platform B to be greeted by announcement that it is a service to Charing Cross via Sidcup is a little disconcerting.
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Post by norbitonflyer on Dec 21, 2021 7:53:30 GMT
The map accompanying that article suggests that Liverpool Street to Stratford via Whitechapel is already open!
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Post by norbitonflyer on Dec 16, 2021 16:52:35 GMT
Would the track infrastructure need to be changed to pump out AC voltage if it is currently pumping out DC No. In AC motors power is never applied for directly to the motors. Even if the power is AC it gets converted to DC and then back to AC. The reason they do that is the AC is 3 phase and you cannot deliver 3 phase AC to a train. There are other reasons too. You could deliver 3-phase using a 4-rail system (or even three if the running rails are isolated from each other) but the few systems that do use 3-phase have two overhead wires and paired pantographs (presumably they could use double booms like a trolleybus) You can't feed an AC supply direct to AC motors unless you want them to run at a constant speed (rpm = supply frequency x number of poles in the motor/2, I think).This is fine for driving a clock but obviously not very practical for railway use. So you convert to DC and then either use a DC motor or generate a variable frequency signal from the DC.
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Post by norbitonflyer on Dec 11, 2021 7:47:06 GMT
References to "BT Police" can also be confusing - in that case meaning British Transport Police. (British Telecom doesn't have its own police force!)
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Post by norbitonflyer on Dec 1, 2021 11:38:29 GMT
Doesn't the Elizabeth Line duplicate the Central, as far as the Central Area is concerned? And the H&C, including a direct link between Liverpool Street and Whitechapel. And unlike the Central Line, all the stations it serves are shared with other lines. I doubt you could close only the central area section of the Central Line anyway.
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