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Post by maxym on Mar 7, 2023 18:58:44 GMT
Hault?
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Post by maxym on Feb 13, 2023 17:38:52 GMT
Enjoyed the videos. The dear old A stock sounded wonderful (OK, not as good as CO/CP stock...!) back then.
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Post by maxym on Mar 31, 2019 4:44:00 GMT
Talking (briefly) about 3299, is it still active? I haven't seen it for ages. As of 2nd March, it was so. Thanks! I'll keep on keeping a lookout.
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Post by maxym on Mar 29, 2019 4:33:58 GMT
Talking (briefly) about 3299, is it still active? I haven't seen it for ages.
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Post by maxym on Apr 23, 2017 20:53:49 GMT
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Post by maxym on Mar 21, 2014 11:48:47 GMT
Excellent. A neat reminder of how much good stuff there is on Tubeprune's site.
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Post by maxym on Mar 21, 2014 6:46:57 GMT
For those interested in a map of how things were, the 1914 RCH junction diagram is hereThe NLS has recently added scans of historic (various vintages) OS 1 inch, 6 inch and 60 inch to the mile maps - see here, while some are explorable as historic maps as overlays on a modern map base here - select category "England and Wales", then a map group and zoom in... The Met service to Richmond (which used the connection from the H&C onto the LSWR at Hammersmith) was withdrawn in 1906 - it was the last Met normally steam passenger service south of Harrow. That 1914 map is fascinating. I fear those NLS resources could be taking up some of my precious time...
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Post by maxym on Mar 21, 2014 6:40:23 GMT
Thanks guys. This has turned into a really interesting thread - for me at least - and especially regarding the LSWR connection at Hammersmith which I knew a little about and had intended to research a bit more. Job done!
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Post by maxym on Mar 20, 2014 13:35:05 GMT
Well don't assume that I assume that everyone here is an ignoramus (like me, it would appear to you).
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Post by maxym on Mar 20, 2014 12:37:25 GMT
maxym - be careful not to be patronising to our fellow readers... By your own standards, aren't you being patronising towards me?
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Post by maxym on Mar 20, 2014 12:35:50 GMT
Well thank you class413. Clearly you understood the spirit in which I posted. Most of it was new-ish to me - like there was an H&CR, how soon after the Metropolitan's 1863 debut it began operating and how old the subway is. And, most significantly, I'd assumed that 'Hammersmith & City' had been dreamed up by some bright spark at LU.
Not all are as fortunate as grahamhewett to have such a vast knowledge of the system - as I acknowledged in my last line.
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Post by maxym on Mar 20, 2014 6:48:07 GMT
Passenger services between Bishop's Road and Hammersmith began in June 1865 on the Hammersmith & City Railway, which was designed as a feeder to the Metropolitan. (Bishop's Road became Paddington [Suburban] in September 1933.) These trains (and others for Kensington via the West London Line - or Railway as it was then - accessed by the now removed spur at Latimer Road) used the GWR main lines until dedicated tracks were provided. Hammersmith trains had to cross the GWR main lines on the level until the present 'subway' was brought into use in May 1878. The service was electrified in November 1906. Maybe my railway education has been rather lacking, but I thought I'd share. Info from London's Termini, Alan A Jackson, 1969.
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Post by maxym on Mar 13, 2014 6:35:41 GMT
The proportions of that roundel are all wrong. Could have done a better job than that...
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Post by maxym on Mar 13, 2014 6:33:42 GMT
The 1972 Mk IIs were the only ones originally to have handrails beneath the cab windscreens and a footstep on each side.
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Post by maxym on Mar 9, 2014 21:35:24 GMT
To the Quizmaster, you're not comparing like with like - a four-car train v a seven-car one. If you compared an S7 to a notional 12-car class 450 the figures would be different... And you have to be careful with that sort of argument: for maximum reliability you'd want one set of doors (or even one door, D stock-style), or even a one-car train. The point about frequency of stops is well made though. To the crusty, that Siemens for you. As I suggested earlier, Bombardier do rapid opening and closing really well. I was actually comparing a 7-car S stock with a train composed of 2 4-car 450 units because I was comparing real-world operations. I don't have access to any set working details for any operator, but if anyone does it would be interesting to get a comparison of the typical daily workload of the door sets. One other thing that I neglected to mention is headways and flexibility. A delay of 2 minutes on the Underground is far more significant in terms of reliability of the service than the same delay would be almost everywhere on the mainline network. The mainline network also has a significantly greater number of places a failed train can be worked around or put out of the way than the Underground does. Sorry, Quizmaster. You did say a 2x4-car SWT set, which I overlooked. Apologies.
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Post by maxym on Mar 9, 2014 21:33:46 GMT
Yeah, well that's what I meant: a double-plug door. Like what Chiltern Railways (Bombardier-built) trains have. That open and close quickly. Turned out to be an interesting discussion. Thanks all.
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Post by maxym on Mar 4, 2014 10:35:00 GMT
Because they're pants «Rincew1nd: apostrophe»A bit like your reply then. I was hoping for something more informative.
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Post by maxym on Mar 4, 2014 10:33:55 GMT
To the Quizmaster, you're not comparing like with like - a four-car train v a seven-car one. If you compared an S7 to a notional 12-car class 450 the figures would be different... And you have to be careful with that sort of argument: for maximum reliability you'd want one set of doors (or even one door, D stock-style), or even a one-car train. The point about frequency of stops is well made though.
To the crusty, that Siemens for you. As I suggested earlier, Bombardier do rapid opening and closing really well.
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Post by maxym on Mar 2, 2014 11:01:14 GMT
Nice to see I've generated some lively debate. Very interesting. Swing-plug doors on the Chiltern line don't hang about when opening or closing... but I guess they could give you a nasty whack if you're in their way...
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Post by maxym on Mar 1, 2014 14:05:07 GMT
I'm not sure I buy the 'operation time' argument, but intensity of usage sounds highly reasonable. Thanks.
Any other views?
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Post by maxym on Mar 1, 2014 13:09:48 GMT
That would be hinged with a handle then...
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Post by maxym on Mar 1, 2014 12:35:04 GMT
They would make for a smooth body-side (better aerodynamics, especially in tunnels), being an external door there would be the maintenance benefits, and there would be more space inside for passengers (because the body cross-section could take advantage of the full scope of the loading gauge). What's not too like? Probably something... and if so one of you knowledgeable folk will enlighten me...
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Post by maxym on Jan 11, 2014 13:36:51 GMT
When you say line maps, did you mean two separate maps one showing the H&C and Circle, and one showing the whole District. Or did you mean one combined map? Hitherto the S7 trains have been carrying two separate line maps more or less side by side. Thanks all! Tim: IIRC I saw two separate maps, so no change.
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Post by maxym on Jan 9, 2014 10:09:21 GMT
Travelling on an S7 Circle Line train the other day, I noticed that the line maps showed the Circle Line, the H&C and the whole District. Is this because:
a) It's cheaper to produce one map as opposed to two; or
b) It makes for easier flexibility if one line loans a train to another; or
c) The trains for the three lines form one big pool whose maintenance is shared by Hammersmith, Ealing Common and Upminster depots; or
d) None of the above?
(And if d), what is the reason?)
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Post by maxym on Aug 30, 2013 17:26:01 GMT
the way this is written/spelt does not inspire confidence in the way these items have been looked after considering that they are a rare survival. You missed off the capital at the beginning of the sentence.
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Post by maxym on Aug 19, 2013 21:16:06 GMT
It will be C sectioned soon! XF At least it's less traumatic than a 4 Cep delivery. Very good!
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Post by maxym on Jul 1, 2013 20:59:29 GMT
Brilliant track diagrams! Very interesting.
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Post by maxym on Jul 1, 2013 20:52:02 GMT
The interiors are well designed I think. The vestibule is designed well for standing passengers. I usually stand in the small area between draught screen and doorway where the door buttons are which means i don't get in the way of alighting/boarding passengers. I have no problem with the seating and they're at a good height IMO. It is the only LU stock with an inwards opening opening J door meaning you dont have to ask passengers to move when using the door, I don't know why that idea never caught on! You must be 'vertically challenged'. If I stand by the doors I have to bend my neck at 45 degrees. Oh, and the windows are so heavily tinted it's difficult to make out the station names on the platform side. I'd have thought a problem for the partially sighted.
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Post by maxym on Jun 18, 2013 21:21:17 GMT
92 stock... Awful seats - too low, too upright. Badly designed in the door areas for standing passengers. Body corrosion. Ageing electronics (I understand). Ugly as sin. Plus all the faults and failures listed above.
Abysmal. Standard stock would have more going for it.
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Post by maxym on May 31, 2013 9:51:57 GMT
By 2014 they will be the last Westinghouse braked trains on the network! And by then they and the 73 stock (don't they have the 'Westcode' brake in addition to the EP?) will be the only trains left with PCM traction control equipment. Another era drawing to a close.
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