|
Post by metrailway on Jul 12, 2011 16:17:43 GMT
The stock ordered for Thameslink will be fitted with ATO and if it is implemented it would be used between St Pancras and Blackfriars only.
|
|
|
Post by metrailway on Jul 7, 2011 23:24:39 GMT
The fact is that the French and Germans ignore EU rules when it suits them. This is why 100% of French trains are made in France, thus protecting jobs. John Major partly blamed privatisation of the railways on an EU directive. It seems to not apply to France. Open Access Operators are mandated by EU law, yet France has no Open Acess Operators as they want to protect, rightly, the state owned SNCF. There have been numerous occasions where France has used every loophole to stop implementing EU law. Even if they got fined, they simply did not pay. The EU is mainly beneficial to Britain, but we, like France and Germany don't need the EU to prosper. British politicians need to grow a backbone and stand up to EU so it is catered to our needs and not to the beauracrats in Brussels.
|
|
|
Post by metrailway on Jun 27, 2011 21:02:48 GMT
I find it ridiculous that they can't go back by rail, the A stock managed it and they are wider than the S Stock... Without more technical information I'd concur. Does anybody have an explanantion for this? The S Stock is slightly longer than the A Stock so would have a different loading gauge to the A Stock.
|
|
|
Post by metrailway on Jun 27, 2011 20:21:27 GMT
I've had the underground's equivalent on 3 seperate occasions on the Met, yet not on any other underground line. Certainly made me feel like I was travelling on the Mainline!
|
|
|
Post by metrailway on Jun 27, 2011 20:14:10 GMT
|
|
|
Post by metrailway on Jun 27, 2011 19:10:26 GMT
The other company was the GWR. So it should be LT/GWR/LNER. Only at Aylesbury, which was GW&GC and Met&GC, thus a joint line owned by joint lines! Aylesbury station even had it's own uniforms! The rest of the line was Met/GC.
|
|
|
Post by metrailway on Jun 27, 2011 18:51:50 GMT
Back on topic, I think Missenden, Wendover, Mandeville all got their roundels during/after the war. Before the war, I think the stations were managed by the LNER. Wasn't there still a Joint Committee(LT/GCR/LNER) to run these stations even after the formation of London Transport in 1933? Yes there was the Met&GC joint commitee (formed in 1904?). The name stayed until nationalisation despite the GCR grouped into the LNER and the Met into the LTPB. I believe the original agreement was that the management of the line alternated between the two companies every x years.
|
|
|
Post by metrailway on Jun 27, 2011 17:34:19 GMT
All three still do have some buildings left though, don't they? Its not like they've become merely platforms Yes they do. The SB (up) platforms retain all their buildings bar 1/6th of the canopies, which were removed in the late 80s. Until recently, the doors to the platform from the booking hall were original Met ones! The NB (down) platforms have no platform buildings left with a bus shelter to substitute the waiting rooms. Of course, Aylesbury retains all it buildings barring the GWR cafe between the current platform 3 and former bay platform, which was also removed in the late 80s. BTW Quainton Road also retains its original buildings and it's LNER paint scheme
|
|
|
Post by metrailway on Jun 27, 2011 12:01:01 GMT
It seems that LT always takes care of its station buildings than BR....look how well-kept the stations on the High Barnet branch and the Hainault loop are compared to similar stations that remained on the National network....the fact that the stations beyond Amersham were partially demolished after transfer only serves to underline the point. LT always cared about its heritage. BR felt that the railways had to be completely modernised, including station buildings, to lower costs. In the late 80s, the canopies on the SB platforms at Stoke Mandeville, Wendover, and Great Missenden, were shortened in the name of 'modernisation'. Amersham retains the original length. Back on topic, I think Missenden, Wendover, Mandeville all got their roundels during/after the war. Before the war, I think the stations were managed by the LNER.
|
|
|
Post by metrailway on Jun 27, 2011 9:54:36 GMT
|
|
|
Post by metrailway on Jun 26, 2011 18:52:05 GMT
Aylesbury probably didn't get them as it was a Joint station managed by the BR Eastern (After 1958 BR Midland) and BR Western Regions after nationalisation.
|
|
|
Post by metrailway on Jun 21, 2011 13:55:12 GMT
Well I see that as part of the whole ATC upgrade there are to be super new 50mph crossovers to replace Harrow North junction altogether a little further north and several faster sets south of Harrow too that retain the route from NB Met to platform 1. The only current route that seems to be disappearing is the rarely used south to north reverse in platform 2. Just saw this old post - surely the removal of the points from platform 2 to the NB fast is a step in the wrong direction. When there is a problem at Neasden Jn (has happened to me a few times over the years), then Chilterns would be stuck on the Met, as they can't go south of Harrow or go back to Aylesbury. Plus they can't enter Rickmansworth sidings without a pilotman. This would obviously bring massive delays on the Met. Also this connection allows extra Marylebone - Harrow services whenever there is a blockade on the Met.
|
|
|
Post by metrailway on Jun 20, 2011 21:26:51 GMT
Chiltern Railways have engineering work many late evenings now. Its not exactly clear from their web site what parts of the line are actually closed for the work, but services after 10/11 in the evening seem to be affected around Aylesbury / Princess Risborough and towards Banbury. I understand the previous deliveries of S stock have come down via Princess Risborough and Aylesbury, so would any further deliveries be affected by this work causing changes to delivery time (day instead of night) or dates? Aynho Junction (near Kings Sutton), Bicester, Princes Risborough, Gerrards Cross, Northolt Junction, Neasden Junction have/will see major works till September
|
|
|
Post by metrailway on Jun 19, 2011 18:55:49 GMT
The Dreadnought coaches, which the A Stock replaced, lasted till the end of the Aylesbury branch in 1961. Quite a few of these coaches were built in 1910, so that would be 51 years of unbroken service.
|
|
|
Post by metrailway on Jun 4, 2011 15:18:29 GMT
Ooh thanks, that is quite interesting. Could a composite service be run providing that signalling and trains were compatible on all lines? E.g. Stanmore - Elephant & Castle or Stratford - Amersham? (I know that the latter would be almost impossible!) Of course, between 1939 and 1979 Stanmore - Elephant & Castle trains were a regular occurence as the Stanmore branch was part of the Bakerloo. An all stations to Stratford from Amersham and vice versa is certainly possible, although you would have to use the 96 stock as it would be a tight fit in the Jubbly tunnels for the A Stock!
|
|
|
Post by metrailway on May 31, 2011 22:43:06 GMT
There is still a class 390 drag to/from Holyhead on Saturdays (on the 08.50 ex Euston and the 14.36 back from Holyhead). I'm suprised they still do a drag Fair enough, I was under the impression that there were a several types of couplers on the system which were incompatible with each other. Though I'm pretty sure that nearly all 1st gen DMUs and EMUs had the same type of coupling, and could be pushed by a following goods trains if it failed. Something which can't be done today
|
|
|
Post by metrailway on May 31, 2011 21:31:10 GMT
I think nowadays it is just the (dreaded) Voyagers which are used for now for the services to Holyhead, but in the past, the 57s definately hauled the 390s. I think they stopped it because it was easier and quicker to just use a voyager instead, plus they could strengthen services elsewhere.
IIRC 350s also have Dellners so the 57s should theoretically be able to rescue those units, but whether that will happen in a privatised railway is another matter... Also the point Sean makes is a good one, it is incredibly stupid that there isn't a uniform coupling type for the network. I guess it is one of the numerous disadvantages of having a privatised system.
|
|
|
Post by metrailway on May 31, 2011 20:56:53 GMT
They are most probably the Class 57 'Thunderbird' locos used to rescue broken down Class 390 Pendolinos and Class 221 Voyagers. To carry out this task they are fitted with the same Dellner couplers as the 390s and 221s. The 57s are rebuilt 47s and were initially used by Virgin for loco hauled coaching stock services to Holyhead and were latter fitted with the Dellners. The Class 90 loco which hauls the 'Pretendolino' is in Freightliner livery so is unlikely to be the one you saw.
|
|
|
Post by metrailway on May 30, 2011 21:58:16 GMT
The international platforms at St Pancras IIRC are connected to the ECML, WCML (via the North London Line), and MML to allow for possible trains from the North to go to Europe. I think there is a link between the ECML and WCML (again via the North London Line) bypassing both King's Cross and Euston.
Out of Central London, the Chiltern Main Line is connected to both Paddington and Marylebone, and during the WCML upgrade some Virgin services ran to Euston from the Chiltern ML via Greenford and West Ealing. Of course this also means that the GWML is also connected to Euston.
|
|
|
Post by metrailway on May 30, 2011 21:09:34 GMT
Yeah, apparently 55022 has been working the service since April. The beeb's just a tad slow... Out of retirement? It's been running railtours for years! Also, you only need to look at the DRS, NR, WCRC and GBRF fleets to see locomotives of a similar vintage working, reliably, day in, day out, all across the network. Where's their media coverage? Not that I think Deltics are overrated or anything... ;D Having said that, it's good to see a preserved loco earning its keep, particularly in scenery like this! www.flickr.com/photos/alasdairmulhern/5777555590/sizes/l/in/photostream/True, but deltics are bit special when compared to the 37s and 47s as they were once the most powerful locos in the world. Plus, it wouldn't be a story unless the media sensationalise it ;D
|
|
|
Post by metrailway on May 30, 2011 19:09:40 GMT
|
|
|
Post by metrailway on May 29, 2011 12:59:51 GMT
|
|
|
Post by metrailway on May 22, 2011 13:37:37 GMT
How is a long nearly 1 hour long journey ok to stand for then? S8's should have been completely transverse in 2+2 layout And how long would you actually be standing on the 'nearly 1 hour long journey'. As we've already been told, complete 2+2 transverse seating would only have added 16 seats per train. During morning peak, people are already standing by Rickmansworth on the 'A' Stock so thats about 30 mins to Baker St or just under an hour if your heading to Aldgate. A 32% reduction in seats with the 'S' Stock (according to Wikipedia) will inevitably mean passengers from stations like at Chorleywood or even Chalfont will be standing for a longer period of time. Understandably 'Amersham Man' ain't happy. As stated above making the 'S' have traverse seating would only add 16 extra seats so I guess 'Amersham Man' can only hope that Chiltern add more seats to their trains once the 'A's are gone. On a side note, this 'row' over the amount of seats provided happened when the 'A's replaced the dreadnought coaches in the 60s*. Maybe in 30 yrs time when the 'S' stock is replaced by something newer (probably with no seats ) history will repeat itself! *Mind you this was mitigated by an increase in frequency - won't happen with the 'S' stock until CBTC arrives which will be a very long time...
|
|
|
Post by metrailway on May 11, 2011 17:39:45 GMT
I found this document regarding the timetable changes for the May - September period on the Chiltern Railways website: www.chilternrailways.co.uk/sites/default/files/May%202011%20Timetable%20brief.pdfIt says: 7. Improved Services from Amersham and Rickmansworth, weekdays: There will be an additional 0707 Amersham to London Marylebone service created by adding an Amersham call into the 0640 Aylesbury to London Marylebone.* There will be an additional 0842 Amersham to London Marylebone service created by adding an Amersham call into the 0816 Aylesbury Vale Parkway to London Marylebone service* There will be an additional 0838 Rickmansworth to London Marylebone service created by adding a Rickmansworth call into the 0805 Aylesbury to London Marylebone. We are confident that there are sufficient spare seats on these three trains to accommodate the passengers from the additional calls
Also: 0626 Aylesbury to London Marylebone via Amersham: to have 90 additional seats 0713 Aylesbury Vale Parkway to London Marylebone via Amersham: to have 70 additional seats*
*Non-stop services to Marylebone from Amersham
|
|
|
Post by metrailway on May 11, 2011 16:59:50 GMT
|
|
|
Post by metrailway on May 5, 2011 22:25:43 GMT
The ones at Harrow on-the Hill are very reliable I think, ive never seen it display the wrong destination or stopping pattern Yeah, probably true, but the signs aren't as clear as DMI's and i think Harrow on the Hill station needs DMI's as the trains branch out and some use fast services and others all station services. It would be clearer to the public as when some trains arrive the destination of the train disappears from the indicator, happened to me today. Btw, i think i need to focus on the indicators more at that station though. Personally, I prefer lightboxes. DMIs don't show all the information all at once, whilst lightboxes do. Also lightboxes are large and clear, especially in a place like Harrow, where an Amersham/Chesham could arrive at either platform 1, 3, or 4 so punters have to see all of the indicators clearly on the platform .
|
|
|
Post by metrailway on May 5, 2011 21:48:23 GMT
|
|
|
Post by metrailway on Apr 24, 2011 20:33:45 GMT
Amazing set of photos. Thank You
|
|
|
Post by metrailway on Apr 22, 2011 14:34:09 GMT
The reason the platforms are not used at Neasden during Jubilee Line closures is due to the fact that the northbound platform (platform 1) doesn't have a proper exit! The stairs to the station building are unsafe to use for passengers I believe, so if any detrainments happen on platform 1, passengers have to go via the depot subway at the north end of the platform to reach platforms 2 and 3 and then head to the station building.
|
|
|
Post by metrailway on Jan 24, 2011 22:10:13 GMT
Nice tractor in the first one- I assume it was tripcock fitted? Nope, they didn't have tripcocks - Maybe LU were lenient in those days. After all the Class 115s weren't fitted with them and they only retired in 1992.
|
|