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Post by metrailway on Apr 8, 2015 21:07:55 GMT
Anyone know what this was for?
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Post by metrailway on Apr 6, 2015 21:54:58 GMT
The Museum may have some info. They certainly have a library.
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Post by metrailway on Apr 1, 2015 21:47:20 GMT
I love the juxtaposition of the pigs and the 1962 stock
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Post by metrailway on Jan 28, 2015 20:00:34 GMT
I don't think it has been mentioned here before but Google Maps now, for a couple of months, is showing the geographically correct routes of underground railways in Central London.
However, if you click a tube station, the coloured underground lines shown do not follow this same mapping. I presume this is intentional.
Not very important but might be of interest to some members.
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Post by metrailway on Jan 20, 2015 23:21:28 GMT
I must say that A stock refurb prototype looks fantastic. Full sized luggage racks, high backed traverse seating, a proper mainline train. Clearly designed to compete against NSE's new Chiltern Turbos for 'long' distance traffic.
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Post by metrailway on Jan 19, 2015 19:17:41 GMT
IIRC the Chorleywood area is 'controlled' by both Amersham and Ricky.
On the Southbound/Up line, the final Amersham signal is the station starter at Chalfont (IIRC JT10). On the Northbound/Down line, the final Ricky signal is the advanced station starter.
I say 'controlled' in quotation marks as the signals in the Chorleywood area are automatic.
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Post by metrailway on Jan 18, 2015 21:56:20 GMT
Hello, I was wondering if anybody knows which parts of the Met are controlled by which signal boxes/control rooms etc. In other words, for a diagram I'm thinking about working on, I'm looking for the boundaries between each box/Baker Street control centre/Neasden tower, the fringe with Marylebone IECC, etc. E.g. I believe Amersham cabin controls Amersham (JW) and its sidings, etc. Chesham and Chalfont & Latimer (JT), though I'm not sure where the boundaries are between Amersham cabin and Marylebone IECC & Rickmansworth signal box. Met boxes are Amersham, Rickmansworth, Harrow and Rayners Lane. For Amersham/Marylebone IECC: - On the Northbound/down road the final Amersham controlled signal is JW70, whilst the first Marylebone IECC signal is ME375 (along with its associated distant).
- On the Southbound/Up road the final Marylebone IECC signal is ME376 and the first Amersham controlled signal is JW1 (along with its associated distant RJW1).
For Marylebone IECC/Harrow: - On the Northbound/down road the final Marylebone controlled signal is ME27, whilst the first Harrow signal is JB1 (along with its associated distant RJB1).
- On the Southbound/Up road the final Harrow signal is JB40 and the first Marylebone controlled signal is ME26 (along with its associated distant).
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Post by metrailway on Jan 11, 2015 20:01:15 GMT
The Independent reports that Crossrail has major issues with its signalling system:
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Post by metrailway on Jan 8, 2015 8:48:26 GMT
If you have issues getting it done at Underground ticket offices, try and get the railcard re-applied at a ticket office in a major National Rail station in London. Marylebone tends to be a good one for these types of issues with Oyster.
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Post by metrailway on Jan 6, 2015 23:22:31 GMT
I am going very far from the conurbation and probably a long commute but one village example within the ex-NSE area is Kings Sutton where you can catch trains via Oxford to Paddington or via High Wycombe to Marylebone.
Arguably with the vast majority of village commuters possessing a car, most now have a choice of which railway they could use to head into London.
You certainly see it in the villages around Aylesbury where many drive further out, usually to Tring or Haddenham, instead of going to their closest station(s) on the former Metropolitan Railway.
Vice versa, you see many drive down to Amersham (or Epping if you are in Essex) to take advantage of the cheaper LU fares.
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Post by metrailway on Jan 6, 2015 22:05:19 GMT
Michael Portillo's excellent series has started this week with a number of trips in Scotland.
Next week (w/c 12/1/15), Mr Portillo will be covering London including parts of the Underground.
On Monday it is mainly about the Metropolitan visiting Amersham, Pinner and Baker Street.
Tuesday episode includes the DLR and Crossrail.
Wednesday episode includes HS1 and Victoria (LU).
Thursday episode includes Charing Cross, Picadilly Circus, and Oxford Street.
Fridays episode includes London Bridge (NR) and High Street Kensington.
The programme is on BBC2 at 18:30.
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Post by metrailway on Jan 4, 2015 23:30:22 GMT
Most of the GC passenger traffic on the GW&GC Joint was local as there was little room for GC expresses after accounting for the heavy GC freight and GW expresses.
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Post by metrailway on Jan 4, 2015 17:19:14 GMT
London Transport Museum is a money-making machine, so it's not impossible such an idea would turn over a profit-think tourists rather than Tube-lovers herewith. But whether Aldwych is the right site could be another matter. As crusty54 an luacton have stated, LTM loses money. I believe the net revenue cost to run LTM was £3.6 million last year.
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Post by metrailway on Jan 1, 2015 22:37:14 GMT
Aldwych was closed between September 1940 to June 1946.
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Post by metrailway on Dec 30, 2014 19:59:49 GMT
Castlebar is right. It is down to history. After the 1923 grouping, the newly formed Southern Railway had two types of electrification systems: 6600V AC overhead system from the LBSCR, 600V DC third rail from the LSWR. The Southern Railway decided to have a common electrification standard across its new system and chose 660V DC third rail in August 1926 despite a 1921 Ministry of Transport Electrification committee deciding on a nationwide standard of 1500V DC overhead. After 1923, out of the Big Four, only the Southern electrifed a large amount of railway. With nationalisation, BR started to electrify lines with the 1500V DC overhead system agreed in 1921. A notable line electrified by BR using this system is the ex GCR between Sheffield and Manchester via Woodhead In 1956, BR decided to adopt 25 kV AC overhead as standard for all projects outside of the ex Southern Railway area. The first major project using this system was the West Coast Main Line.
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Post by metrailway on Dec 20, 2014 19:04:19 GMT
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Post by metrailway on Nov 30, 2014 15:48:09 GMT
Unsurprising that the D78 conversions are being taken seriously. They can be converted to RVAR spec relatively easy and cheaply when compared to the pacers.
The routes where pacers run are subsidised heavily. What most people up north don't realise is that replacing pacers with modern stock similar to 172s would mean a substanstial increase of subsidies as they are very heavy when compared to pacers. A converted D78, although heavier than a pacer, would be lighter than modern DMUs, and as a result would require less operating subsidy.
The extensive refurb, which included new bogies, the D78s received in the mid noughties means they probably have around 15 to 20 years life in them after retirement from LU.
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Post by metrailway on Oct 2, 2014 20:02:38 GMT
It seems this proposal is serious and there are two newly set up companies proposing conversions - The Yorkshire Train Company Ltd and Vivarail Ltd. grahamhewett I believe a former colleague of yours at BR, Adrian Shooter, is a director of Vivarail Ltd.
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Post by metrailway on Sept 23, 2014 7:19:06 GMT
45029 was designated for preservation by the Railway Heritage Committee in 2006 when it was still owned by EWS. The committee's 2013 list says: "Ex-LMS Saloon no. DM 45029; conveyed senior members of royal family at Prince of Wales’ investiture; first passenger-carrying vehicle on to Britannia Bridge after fire [Disposal to London Underground Ltd – 15.7.11]"Given its condition at that time, judging by the photos of the work done at Eastleigh, I still don't know why LUL wanted to buy it in 2011. It obviously wasn't a priority for tube150 and no-one has mentioned the dining idea until now. As far as I understand, the plan always was to slowly restore it back to running back. Already some restoration work had taken place before the date you have quoted. I think LU had some long standing interest in it because it stayed at West Ruislip for a while in 2009.
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Post by metrailway on Sept 21, 2014 17:40:01 GMT
Would this proposed dining service not be better on heritage trains (eg. steam on the met) rather than a weekday service? Certainly would wreak havoc with catering tickets on PAYG, unless it is a buffet service where you pay by oyster? My post above was tongue in cheek. I doubt TfL will ever diagram Sarah Siddons and DM 45029 on a regular weekday service...
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Post by metrailway on Sept 21, 2014 17:09:08 GMT
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Post by metrailway on Sept 6, 2014 17:50:42 GMT
It seems you were sold a Zone 1 - 9 Off Peak Travelcard instead of the Zone 1 - 6 Off Peak Travelcard.
I presume you didn't want to travel in Zones 7, 8, or 9?
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Post by metrailway on Sept 6, 2014 17:40:49 GMT
The problem on the main line is that there is the requirement for overlaps of at least 200 yards beyond a colour light signal. There is the scope for reduced overlaps on NR for sections where speeds are low but the overlaps are still rather long. At 30mph the minimum overlap would have to be 70m. This would cut the theoretical max capacity on Thameslink.
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Post by metrailway on Sept 4, 2014 20:22:12 GMT
My mother (Adult) and I (child, 14) are travelling to London Gatwick by plane in December, and this year we want to ensure we get the cheapest avaliable train tickets in order to save money. As I have to pick up my Oyster ZIP we'd like to go directly to a Travel Information Centre, and that'll probably be either the Victoria one or King's Cross/St. Pancras one as those two (as far as I know) are the only Travel Information Centres to where you can travel directly from Gatwick by train. I've searched for tickets in November as those for December are not yet for sale, and it seems like... - London Victoria is a cheap destination over all. My mother and I could get a ticket for both of us for £12.00, but
- London King's Cross/St. Pancras is a little cheaper. My mother and I could get a ticket for both of us for £11.10
So now I have to questions that I hope you can and will answer: - Is there anything cheaper than £11 that we'll be able to buy and use?
- One can choose ticket provider oneself. Which ticket provider should one/we use?
Thanks in advance! Unless I'm mistaken , from the prices quoted above, it seems that you intend to buy what National Rail call ' Advance' tickets. They may be the cheapest tickets around but I advise you NOT to buy these type of tickets. Why? Because 'Advance' tickets are valid on only one train. If your flight arrives into Gatwick late and you miss your train, you will need to buy a new ticket. Advance ticket prices vary depending on factors such as the date of travel, time of train, demand for that particular train etc, so the above prices may not be the same for your particular date in December.
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Post by metrailway on Sept 4, 2014 19:56:49 GMT
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Post by metrailway on Aug 31, 2014 10:06:53 GMT
AFAIK Denham Golf Club was the last halt on the mainline until Dorton Halt some 30 miles away. To split hairs, Denham Golf Club never carried the name halt, it was Denham Golf Club Platform. Actually it did carry the name halt. It opened in 1912 by the GWR as a platform but certainly for a short while during the 1960s it was designated a halt by BR (W). I believe there was also another switch by the GWR from platform to halt and the back to platform during the inter war years.
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Post by metrailway on Aug 30, 2014 21:18:46 GMT
Lets not forget the GWR halts in London on its main line to Birkenhead Woodside, namely Old Oak Lane Halt, North Acton Halt, Park Royal West Halt, Twyford Abbey Halt, Brentham Halt, Perivale Halt and South Harefield Halt. Further along the line just out of London, there was Denham Golf Club which switched between platform and halt status a couple of times.
AFAIK Denham Golf Club was the last halt on the mainline until Dorton Halt some 30 miles away.
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Post by metrailway on Aug 13, 2014 15:00:10 GMT
At least the Romford to Upminster line (known at least by older members of our community as "The Push and Pull") only has three stations. There have been proposals for two more which would benefit a number of possible passengers. (Can't stand the word beginning Cus meaning passengers.) John (soon be 78). No doubt platforms will be redesignated cus***** interfaces, and a satisfactory solution on carriage maps will be deemed a cus***** enhancement experience, along with a decent cuppa in the station buffet and having staff around, instead of all being standard practice we should expect.
NHS management now call patients "service users"... Luckily most doctors and nurses ignore such idiotic language.
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Post by metrailway on Aug 13, 2014 0:59:29 GMT
IIRC there are two level crossing on the line, one at Claydon and one at Verney Junction. I suspect at least one of them will stay open as the one in Claydon leads to Claydon House, the seat of the Verney family...
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Post by metrailway on Aug 13, 2014 0:51:17 GMT
London Overground is the mode where I encounter the highest volume of revenue inspections. Way ahead of any other TOC, LU, DLR or the buses. I won't say it happens on every journey because it doesn't but proportionately there are far more checks on train and on interchange links. Have to disagree. I've never had a check on LO and I use it regularly. In my experience, the other TOCs are far more stringent in ticket inspections. I guess it depends on the type of services you use. I am a regular medium/long distance traveller and about 90% of my journeys have at least one ticket check. I suspect it is rather different for inner London services due to Oyster. I've only had one check on LU and that was before Oyster was invented!
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