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Post by norbitonflyer on Nov 9, 2020 19:27:03 GMT
Here’s the BBC list. Only one of these sites in London. Overheight vehicle detectors triggering illuminated signs do exist at many locations. Two -Tulse Hill and Wimbledon. The Tulse Hill one is on the South Circular Road. Lower Downs Road in Wimbledon is less than 8 feet high. It is festooned with overheight indicators (one ofwhich can be seen in this picture) and still manages to get hit several times a year.
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Post by norbitonflyer on Nov 8, 2020 10:42:56 GMT
The most surprising thing being that there was regenerative braking in trains so early - I had no idea. Even earlier than I realised - Frank Sprague was using it in electric streetcars 50 years before the Metadyne. Following an accident in 1911 attributed to a failure of a regenerative brake, the technology was banned in the UK for some years tramwayinfo.com/tramways/Download/Raworth.pdf (Date was 11pm on 11/11/11,and one the trams involved was No 11)
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Post by norbitonflyer on Nov 5, 2020 9:51:01 GMT
I stand corrected. These sidings are at the "London" (south) end of the station where the ground level is lower than the tracks (and the line passes over the Great North Road) One more I remember - this is Staples Corner on the North Circular Road. And another, a little before my time - Paris Montparnasse
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Post by norbitonflyer on Nov 5, 2020 6:58:01 GMT
Was there a similar Incident, minus the Whale, at High Barnet years ago, somewhere around the 1960's I can think of several such incidents, at Stourbridge Town, at Shepperton, at Largs and at the original Island Gardens DLR station. But at High Barnet the ground rises steeply beyond the station, so it is unlikely that an over-run would get very far.
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Post by norbitonflyer on Nov 3, 2020 18:55:14 GMT
Shildon wagon works closed over 35 years ago, but trains are still being built at a new factory, just three miles down the line. Given the volumes involved, I doubt that factory would have had the capacity to build those wagons any time soon.
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Post by norbitonflyer on Nov 2, 2020 16:17:07 GMT
Why not? Many over 60s still go out to work. Here we were talking about the universal bus pass, not the freedom pass. You can't use that in the rush hour (by which I mean the morning as the idea of an evening rush hour seems to have been pretty much abandoned for years, now). Although there has been a temporary restriction before 0900 during the pandemic (since June 15th), Freedom passes are normally valid in London 24/7. And Over 60 passes have exactly the same validity, at least within London.
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Post by norbitonflyer on Nov 2, 2020 14:04:36 GMT
If the bus pass was removed when would there be a significant drop in bus usage; early morning?, late evening? Well, very obviously not in the rush hour. Why not? Many over 60s still go out to work. I used to be one of them. (It might reduce bus usage a bit, as some users would switch from bus/tube to National Rail if the former ceased to be free. (In my case NR was marginally more convenient, but not enough so to make justify the cost of a season ticket.
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Post by norbitonflyer on Nov 1, 2020 19:54:54 GMT
On an income tax point of view when I had a staff pass the tax man gave it a notional value (say £100) and reduced your tax code (say 10) so I wonder if 60+ holders have a tax code deduction. No we don't, because it is not a "benefit in kind" provided by an employer. Indeed we have to pay £20 for the 60+ Oyster. (However, the "Freedom Pass", which is issued to people of State Pension age, is free)
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Post by norbitonflyer on Oct 30, 2020 16:45:44 GMT
The quiz features main locations and backgrounds/insets. Indeed, but on this one I wasn't sure which was the background or inset.
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Post by norbitonflyer on Oct 30, 2020 13:54:11 GMT
I thought the Drain was crewed by main line, not Underground, staff prior to transfer to LUL. ! I'm sure they were. I have a vague recollection of some joint management arrangement with the ELL at one time - not so illogical as might first appear, as there would be some economies of scale in running the two (fairly small) operations jointly, and there was a frequent service between their respective depots at Waterloo and New Cross, taking less than 15 minutes (as long as you don't rely on the Tube Map to plan the trip....)
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Post by norbitonflyer on Oct 30, 2020 10:17:59 GMT
Would the abandoned length(s) of tunnel even be long enough to accommodate a train?
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Post by norbitonflyer on Oct 29, 2020 12:09:35 GMT
Is that the famous Greenwich Viaduct? I've just been reading about it! That viaduct looks to be two tracks wide at most - Greenwich has a dozen. Also it's not a TfL route so out of scope. Is it Dollis Brook?
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Post by norbitonflyer on Oct 28, 2020 7:37:13 GMT
Every DLR train has a staff member on board at all times. Was that always the case? ISTR from 2014(?) that the later-in-the-night trains didn't- leaving the ExCeL center/Prince Regent station after 2200 our group were often the only ones on the train heading west. (My memory is a bit fuzzy on this.) Who opened the doors?
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Post by norbitonflyer on Oct 25, 2020 12:37:27 GMT
Unpainted aluminium had worked pretty well for a number of years but the so called art ruined the finish. As I recall it was not so much the spray paint itself as the highly abrasive substances and processes needed to remove it.
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Post by norbitonflyer on Oct 24, 2020 16:17:41 GMT
There are some tight curves on the Drain. Would the longer cars fit? Would the depot sidings accommodate the extra length? Plus all the hassle of getting them there, access only by road and a monster mobile crane. (Check out Youtube to see how they were delivered) Would they even fit through the hole? Certainly the old (shorter) class 487 cars were such a tight fit on the Armstrong lift they had to have buffers and drawgear removed, but I'm not sure if the new hole is any bigger. Also, a 1995 stock train is, I understand, effectively two single-ended 3 car units. To make a 4-car train you would need to remove a car from each unit. Would it still work?
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Post by norbitonflyer on Oct 24, 2020 13:29:31 GMT
Another option could be to use spare four car 1996 stock trains on the Waterloo and City? There are some tight curves on the Drain. Would the longer cars fit? Would the depot sidings accommodate the extra length?
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Post by norbitonflyer on Oct 23, 2020 16:27:36 GMT
Difficult to make out from the videos, but the surfaces of aluminium stock did seem to vary a lot in texture. I always assumed this was related to how recently, and thoroughly, they had been cleaned. Over time a layer of aluminium oxide builds up on exposed aluminium surfaces. If it is thick enough it looks white.
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Post by norbitonflyer on Oct 22, 2020 20:12:14 GMT
I'm pretty sure permission was only for one to run at a time. I could be wrong. My film footage (seen in some of the other posts, above) shows the train being delayed by a sticky door not closing. This was on a blue car. Later in the film we see footage showing all four red cars plus two green cars in service ... and no 'sticky door' blue cars. The footage can't have all been taken on the same day though, as the first clip shows a train with all three colours (red-green-blue) and the others a train with two red and one green. As there were only two units of each colour there must have been a re-formation of the sets between the first clip and the second.
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Post by norbitonflyer on Oct 22, 2020 12:46:23 GMT
a lot of people North of the Thames don't realise the suburban rail network even exists - or at least don't think about it until they need to go somewhere in the South-East corner of the city. When I bought a flat near Clapham Junction, some of my friends asked me how I'd manage the commute to work when the nearest Tube station was so far away.
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Post by norbitonflyer on Oct 21, 2020 18:05:52 GMT
Unfortunately, the term "Overground" already had a meaning as any train that was not part of the Underground These posters from the 1970s certainly didn't relate only to suburban services either, although their inclusion only of services to/from London suggest they were aimed at a London audience (They appeared in the London evening papers and on London stations) (I don't know the exact date, but the "Inter City" brand was introduced in 1966 and the London to Brussels/Paris "Night Ferry" last ran in 1980.The dates attributed to the sleeper one, 1985, is evidently wrong)
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Post by norbitonflyer on Oct 19, 2020 7:41:52 GMT
Originally they were going to lengthen the sidings for two or three trains each, but they found the shallow old Chiltern tunnel crossing the site at its south end. I would have hoped they would have known it was there - or have the lessons of Old Street not been learned?
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Post by norbitonflyer on Oct 18, 2020 13:35:01 GMT
Furthermore Olympia & York were really pushing for a direct link for the Waterloo BR commuters to the Docklands, To be fair, it became obvious that without a proper rail connection to the Docklands, namely to Canary Wharf, the development would be a bust, so it seemed in everyones interests to build a link to Canary Wharf. Moreover, at the time the JLE was being planned and built, Waterloo was the Eurostar terminus.
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Post by norbitonflyer on Oct 16, 2020 10:05:25 GMT
Poor Bakerloo - throughout its history it has always had its southern extension kicked into the long grass and got hand me down rolling stock. But the 1938 tube stock was delivered there new! As were all other stocks on the Bakerloo except the Cammell-Laird trailers, which were transferred from the Piccadilly in 1932, and the 1959 stock (also from the Piccadilly). However the 1938 formations on the Bakerloo each included one of the "58 Trailers", which were secondhand Standard stock. The 1972 Mk 2 stock was built for the Bakerloo, although run-in on the Northern, and ran on that line until the two Bakerloo fleets (1938 and 1972) were split on opening the Jubilee Line.
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Post by norbitonflyer on Oct 13, 2020 19:02:31 GMT
Sir Vincent Raven originally suggested a mixture of overhead and third-rail electrification for his 1500-v-DC York-Newcastle project. The third-rail idea was later dropped when the difficulties of controlling leakage became apparent. Raven's two electric shunting engines (NER/LNER Nos 1 and 2, later BR Nos 26500/26501) were equipped for 3rd rail operation on the Tyneside electrified suburban network and DC overhead for use in marshalling yards, and later the SR "Hornby's" (CC1-CC3, later BR Nos 20001-20003) and E5000s ( Class 71s) could also run off both 3rd rail and DC overhead.
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Post by norbitonflyer on Oct 13, 2020 12:14:42 GMT
22kV traction current supplies - that'll be interesting! Make the trains zip along won’t it Not if it's AC!
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Post by norbitonflyer on Oct 12, 2020 13:58:40 GMT
That looks very like Lincoln Castle
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Post by norbitonflyer on Oct 12, 2020 7:47:47 GMT
A decision was made some years ago that the Jubilee line would be the last underground to be built at tube stock gauge. Even that might not have happened were it not for the need for the trains to fit the existing Bakerloo tunnels between Baker Street and Finchley Road. Even back in the 1950s even the standard non corridor suburban Mk1 non corridor coach wouldn't fit without modifications to the window ventilators which stuck out just a tad too much The tightest clearances were on the Hotel Curve, which precluded the use of long-framed dmu stock. The GN services to/from the Widened lines were all short-framed non-corridor hauled stock until, in the 1970s, Class 106 DMUs cascaded from the closed Midland & Great Northern system in Norfolk took over some of the services. These were of low density layout and, being two-car units, an eight car train had no less than six redundant driving cabs in the formation. The Midland line's Class 127s and later 317s had long frames, but they used the rather less tightly curved spur under St Pancras station. Class 700s now access the GN line through the "Canal Tunnels", not the old Hotel Curve under Kings Cross.
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Post by norbitonflyer on Oct 10, 2020 22:34:38 GMT
... I think it is more about junction conflicts at Camden Town since at the current configuration, Charing Cross branch trains will all go to High Barnet/Mill Hill East while Bank branch trains will all go to Edgware without clashing at that junction.... I think you will find the junction at Camden Town already allows the necessary flexibility for trains - look closely at the cutaway diagram here Right now the pointwork at Camden Town Junction could already be set to completely separate the routes into the Mordware and Batternet branches. Camden Town can be set to separate the flows either way, but it is generally supposed that any split would be arranged so each line gets one of the two main depots, which are at Golders Green (on the Edgware branch) and at Morden. This would require Battersea-Edgware and Morden-High Barnet.
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Post by norbitonflyer on Oct 7, 2020 16:45:06 GMT
he mentions that 230 002 is the "first mainline battery train that's run in the UK", but again wouldn't this be true of the old BR BEMU that ran on the Royal Deeside Line, or more recently the "IPEMU" Class 379. . And the SR's MLVs could run on battery power. I read once that one of them actually provided a passenger shuttle between Dover Western Docks and priory when there was a power failure. Standing room only, of course!
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Post by norbitonflyer on Oct 7, 2020 6:47:59 GMT
The non-standard signage and signs in Foreign suggest Terminal 5?
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