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Post by metrailway on Aug 7, 2014 18:01:40 GMT
'Interesting' report on BBC London News just now - apparently the reporter has claimed that this Crossrail extension will be the death knell to Crossrail 2 going ahead anytime soon.
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Post by metrailway on Aug 7, 2014 12:23:33 GMT
How many are heading for Euston Square I wonder? There are a few but not many judging from my experience - I regularly make this interchange at peaks, albeit 'contra-flow'. The vast majority of transfer passengers use Euston tube itself.
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Post by metrailway on Aug 6, 2014 21:32:13 GMT
Most platform vending machines on the Underground were removed in the late noughties (2007 or 2008 IIRC).
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Post by metrailway on Aug 3, 2014 13:34:08 GMT
Using Turbostars with the bay at Chalfont re-instated has often been suggested, one additional consideration is with some of the tight curvature on the branch might the individual coaches be too long, both for the loading gauge, and the curvature of the platform at Chesham. I'd have thought if A stock fitted, a 165 Networker Turbo would fit too, never mind a 168/172 Turbostar which was built to a rather less generous loading gauge than the 165s. And always assuming Chiltern have a Turbostar to spare - but maybe the redundant Cardiff Bay "Bubble Car" could find a new use: Chiltern already uses one on the Aylesbury/Risborough route. Before LU had the TRT, various BR stock were used for track inspection on the branch. Class 121 'bubble' cars have operated on the branch in the past. L123 was used to carry normal passengers as well as enthusiasts in 1994 during steam on the Met. I'm sure in the BR era, railtours using various stock worked the branch. Of course the 4TC has been hauled to and from the branch as well.
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Post by metrailway on Jul 27, 2014 10:58:19 GMT
I think the prices are astronomical and highly exorbitant for these journeys. I agree but I suspect all the tickets will be fully sold out at these prices. If the demand is there to charge these high prices, then LTM should. Even with the high prices I suspect the 'profit' LTM makes would be quite small.
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Post by metrailway on Jul 27, 2014 7:57:17 GMT
These are very bizarre statements. Are LU in some sort of denial regarding the seriousness of the incident?
The track itself is above the pit! And of course there is always a danger to passengers if you have bits of masonry falling in tube tunnels.
There have been incidents on the mainline with lose debris but at no time would Network Rail or the TOC put out a dismissive statement like "At no time was there any danger to passengers."
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Post by metrailway on Jul 25, 2014 15:35:06 GMT
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Post by metrailway on Jul 21, 2014 16:46:07 GMT
The wrong road starter at Northwood has always been approach-lit (since 4-tracking). There are a small few other approach-lit signals around the system as well. Thanks What are they for, I mean, why have them? Not sure why the one in Northwood is approach lit. In the old days many signals were approach lit to conserve battery power and/or prolong bulb life. There is also one approach lit signal at Rickmansworth. Apart from one in Gloucester, the Ricky example is the only approach lit signal on a line used by mainline services in England. There are still quite a few examples dotted around in Scotland.
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Post by metrailway on Jul 20, 2014 21:53:47 GMT
What lines are you thinking of Ben and Metman?
The D stock only has a max design speed of 60mph and it doesn't reach this on LU, whilst most of the third rail network has speeds of 75mph+.
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Post by metrailway on Jul 20, 2014 7:55:28 GMT
Are fog signals permanently lit now? Yes for SPAD mitigation purposes
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Post by metrailway on Jul 16, 2014 19:04:04 GMT
Good old Anita. I love it when she says WILLESSSSSden Green! But my favourite announcement of hers is "this train terminates at NEEEEEEEEEEEEEASden."
I also like the terse announcements of Michael Meech on the 1996 Stock.
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Post by metrailway on Jul 10, 2014 19:24:36 GMT
History lesson over, no idea why it's often a + other than it might be easier to show on a dot-matrix but I suspect this convention predates dot matrix displays. Definately predates dot matrix indicators - The + was present on 1938 stock destination boards.
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Post by metrailway on Jul 8, 2014 19:43:03 GMT
I've always wonder when the conventional LUL signalling was introduced? The signals themselves looked dated. I have asked in the past when they were introduced and replies were "in the 40s", "in the 20s". But what I want to know is when they were properly introduced. The signal heads look dated because many of them have been reused. There are quite a few examples of Metropolitan Railway (pre-1933) signal heads out and about on the network like this particular example at Queens Park (pic not mine): link
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Post by metrailway on Jul 6, 2014 18:16:19 GMT
Just to add, there's also the problem that London Reconnections brought up of PEDs (Platform Edge Doors). LR goes into a lot more details and poses potential workarounds but suffice it to say that the law currently requires that stations served by trains operating under full UTO have PEDs. This is obviously a large potential problem wherever the Picc shares track with the SSR because both types of trains would have to be able to line-up with doors. I should imagine it would be possible to engineer one's way around this problem, but it seems like this could be another thorn in the side. My bold. I seriously doubt there is a law mandating PEDs for full UTO on railways. It may be advantagous for an operator to install PEDs in conjuction with UTO implementation but I suspect there is no such law forcing railways to adopt PEDs when adopting UTO. In Nuremberg, Lines U2 and U3 are under full UTO with no need for staff on trains yet there are no PEDs on platforms. PEDs were considered but found to be impractical so a laser based obstacle detection system was installed instead. I suspect my point is moot as there aren't any plans fo full UTO on LUL, rather more limited UTO with train captains like on the DLR.
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Post by metrailway on Jun 28, 2014 15:16:43 GMT
Firstly, I'll dispute the assertion that the signalling on the Bakerloo is 'ancient'. It is mainly of 1980s vintage which is not old in railway terms. Certainly the line north of Queens Park was resignalled in 1988 by British Rail replacing the unique LMS New Lines signalling dating from the 1930s. The Bakerloo (south of Queens Park) is controlled by the signal centre at Baker Street. North of Queens Park, it is controlled by Wembley Mainline SCC (Network Rail). Regarding the Met, the line from Northwick Park south is also controlled centrally by one signal centre at Baker Street. Beyond Northwick Park, the line is controlled by four separate signal boxes. These are: - Harrow on the Hill (Harrow South Junction - Moor Park)
- Rickmansworth (Watford South Junction - Chorleywood/Watford)
- Amersham (Chalfont & Latimer - Mantles Wood/Chesham)
- Rayners Lane (Rayners Lane - Uxbridge)
I'm pretty sure the extemities of the Met isn't the only part of the network without working DMIs/DVAs. I don't think the east end of the District has working DMIs/DVA.
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Post by metrailway on Jun 27, 2014 22:41:01 GMT
Don't forget Chiltern Railways! Initially a management buyout, now owned by DB.
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Post by metrailway on Jun 23, 2014 18:30:33 GMT
When I last went to Uxbridge there was still this lovely next train indicator at Uxbridge: flic.kr/p/6BG1tsRegarding lifts at Harrow - they were planned but were shelved in 2009, along with most other planned lifts on the network, after Boris was elected.
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Post by metrailway on Jun 19, 2014 23:03:10 GMT
Now that Chiltern say they are back to normal (save for some short-formed trains, etc), did anyone use the Met on Sunday and Monday? Was it really "chaos" (at Harrow?) and I guess West Ruislip was busier than normal too, not helped by the Sunday afternoon shut-down west of Marble Arch for an hour-plus because of arcing on the track at White City. This was the scene at West Ruislip on Monday (image not mine): linkAll the old forms of emergency working have gone out of the window in the computer signalling era. If computer says no, then it's no! We used to have single line working; hand signalmen; time interval working; station-to-station working and probably a few more I've forgotten about. If CR were to go to BS, CR crews would have to learn the Met from HotH, all lines, and work it regularly (every 6 months) to keep route knowledge. If the fire was slightly worse, the signalling on the whole line to Aynho Junction (south of Banbury) and to Aylesbury could have gone. In the future if a similar thing were to happen the situation could be far worse as Network Rail are gradually migrating from 800+ signal boxes/centres to only 14 'rail operating centres' for the whole network. The rule book still allows Temporary Block Working in Track Circuit Block areas and Single Line Working...
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Post by metrailway on Jun 15, 2014 22:00:15 GMT
I wonder if Chiltern can temporarily run a few more trains to Paddington on the back of their existing running rights with the daily 'Parliamentary' from W Ruislip. Suspect that there would be no paths into Paddington for Chiltern to run trains during the am peak. Can Chiltern run to Baker Street? No. Chiltern cannot run into Baker Street. Some info on Chiltern's website
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Post by metrailway on Jun 15, 2014 15:25:00 GMT
This morning there was a cable fire on the approach to Marylebone station causing major signalling problems. Hence, Marylebone station is closed and Aylesbury trains via Amersham is starting from Harrow on the Hill, whilst trains to High Wycombe and beyond are starting from West Ruislip. Looks like this will last all day and well into Monday.
A heads up to Met commuters. It is pretty bad on the Met with Sunday Aylesbury traffic. Expect it to be far worse during tomorrow's morning peak!
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Post by metrailway on Jun 13, 2014 16:29:10 GMT
There is heavy leaf fall during the autumn between Ricky and Amersham so a single year round timetable would not suit the Met.
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Post by metrailway on May 23, 2014 19:29:33 GMT
Notably TSGN is rather different as it is a management contract as the DfT is taking the full revenue risk, unlike the other franchises. The DfT will pay Govia a flat fee of around £8.9bn over 7 years, whilst the DfT expects to get around £12.4bn from revenue.
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Post by metrailway on May 21, 2014 21:46:19 GMT
This occurred in the 1980s on LU with the 1983 stock... Don't they have standards for train dimensions? RFF (the French equivalent of Network Rail) supplied the dimensions for the SNCF ordered trains. The problem was that they used specs which would clear upgraded platforms but not the 15% of platforms which haven't been rebuilt for decades.
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Post by metrailway on May 21, 2014 21:21:33 GMT
An example of a LU related accountant's rebuild is Metropolitan No. 1. The Met's operational department were denied funds to replace the original Met No. 1, so on paper it was put out down as a repair, even though what emerged was a brand new locomotive. It is why the 'new' Met No. 1 has no builder's plates fitted.
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Post by metrailway on May 10, 2014 8:55:26 GMT
First one is Moor Park
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Post by metrailway on May 10, 2014 8:46:46 GMT
Lord's, Mark Lane, and City Road are also present!
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Post by metrailway on May 9, 2014 22:57:48 GMT
railtechnician We have an excise duty for air travel, Air Passenger Duty, introduced in 1994. It is generally said that the UK has the highest tax on air travel in the world. I know that only four (soon to be three!) other EU nations currently charge a similar tax but at substantially lower rates. APD raises about £3 billion per annum.
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Post by metrailway on Apr 29, 2014 22:07:33 GMT
As the line out of Paddington is going to be fully wired will this include North Pole Depot if it is not wired already and how far down the line that goes from Paddington to Greenford, South Ruislip and beyond is going to be wired? North Pole depot is already wired isn't it?. There will be an electrification infill between Willesden Junction and Acton. The New North Main Line (Greenford and beyond via Perivale) will not be electrified, although way out of London parts of the Chiltern Main Line will be electrified (Aynho Junction to Leamington Spa and thence to Coventry). As previously mentioned the Greenford branch will not be electrified. Looking long term the Greenford line could provide a useful link from the Chiltern lines to Heathrow. With future extention beyond Aylesbury a link from Milton Keynes could access Heathrow avoiding central London. It could also partly replace the lost connection between the Chiltern and GW main line lost when the High Wycombe and Bourne End link was severed. Should Crossrail eventually also provide a service to High Wycome as has been suggested elsewhere, the Greenford Line could proide that link as HS2 looks like using the line through Acton. Endless possibilities. I doubt the Greenford branch will ever see Heathrow bound trains from Bucks. Any potential Heathrow access from the west or north would probably come by building a western rail link from Heathrow to the GWML, which has the backing of Network Rail. Heathrow rail link plan unveiled by Network Rail
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Post by metrailway on Apr 24, 2014 22:24:47 GMT
I seem to remember that, when British Rail was broken up and privatised, a major concern was that the privatised firms would restrict ticket sales and only sell specific tickets to give them an advantage. I was under the impression that a rule existed (although I couldn't say where) that if a passenger asked for a named type of ticket to be issued, the assistant MUST issue him with that ticket. So whilst a firm could put up snazzy posters and the like, and promote a particular type or range of ticket, a passenger who goes to the ticket office and asks for an X type ticket from Y to Z must be sold the ticket he wants. I also understood that if a passenger wishes to purchase a given type of ticket but cannot (because, for instance, the ticket office is closed) and he is in an area where Penalty Fares operate, he must buy some ticket and then as soon as reasonably practicable must purchase the ticket he wanted - the cost of the original ticket being deducted. This is of course more complex than the usual practice throughout most of the BR network which is that at stations without ticket offices, the guard will sell you a ticket. (On further thought, I know there are some exceptions to this - for instance, if a passenger requests a railcard discounted ticket and doesn't have the railcard with them, the assistant can refuse to sell them the ticket (even if the ticket is for travel in the future and the guard should pick up on it). Perhaps there is another exception along the lines that they can refuse to sell a ticket which they believe will be used on a journey for which it is invalid?). Yes that is correct - Nearly all ticket offices on the National Rail network are meant to be impartial. This is set out in the Ticketing Settlement Agreement between ATOC and DfT. This is why nearly all ticket offices usually just have a sign stating tickets and no TOC branding. See: booking office at MaryleboneSee: Ticket Office at WindsorThe exceptions are when there are two or more ticket offices - the 'main' ticket office must be impartial, whilst the others can be TOC specific but must be labelled as such. If one asks for a specific ticket, the booking clerk MUST sell the ticket. If the passenger asks for a specific ticket which would not be valid, the booking clerk should ask for further information e.g departure time. If a customer does not state a specific ticket, the booking clerk should ask for further information. For example, if I walked up to the main ticket office at Euston and simply asked for a return to Birmingham, the booking office clerk should NOT just sell me the £164 Anytime Return Any Permitted automatically. The clerk should ask questions to establish the correct ticket for the passenger. Unfortunately, on rare occassions, I have experienced disregard for impartial ticketing rules from some ticket office staff, such as staff actively promoting their own TOC specific fare.
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Post by metrailway on Apr 19, 2014 14:52:46 GMT
Thank you for the information. I hoped this would be the case, but I gave up insisting on the cheaper ticket after 5 minutes because: (a) a large queue had formed behind me, (b) I decided I couldn't do any more to change the ticket clerk's mind - he wasn't going to give me the ticket I wanted! (I had a similar situation at Walthamstow Central once where the ticket clerk insisted there was no way to register my Gold Card discount on my Oyster Card, and I couldn't say anything to change his mind), and (c) I wasn't sure I was definitely in the right at the time. On the positive side, TfL promptly offered to refund the difference via a voucher in the post (I've found their central customer service team to be very good). However, they didn't confirm whether or not the ticket clerk made a mistake, or whether their systems meant it's impossible to buy the correct ticket. I think you've clarified that it's likely that it was a mistake by the clerk, and that I should try asking for the correct ticket again next time. Thanks Buying a ticket to a NR station from a LU ticket office really is a mixed bag - As I've stated previously I find the very experienced staff having no issue with selling tickets to National Rail destinations but then I also have had very younger staff having no problem as well. However, it tends to be a struggle to get the ticket you want. I use Harrow on the Hill regularly and most of the time they are very good, but I remember around two years ago where the newish CSA had no idea how to issue a Anytime Day return to Aylesbury! The fare quoted (before discounts) was £11.20, which is off-peak day return. The super off-peak is £8. This was on a Sunday, so I must have definitely been given the wrong information by the clerk. On another note, I think it's impossible to buy this ticket from a LU ticket machine, so I'm not sure what you can do if the ticket office is closed (although the ticket office being open didn't help in my case!). If you don't mind walking a bit, try Canonbury. As it is a London Overground managed station, it is a National Rail managed station, so the ticket office/machine should be able to offer you the full range of NR tickets. The price is the same - £8.00. Mind you the training given to LO staff is almost as bad as the training on LU!
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