Ben
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Post by Ben on Apr 19, 2006 18:22:41 GMT
Out of interest will the track between Ealing Common and Rayners be done with the locos? For that matter, could it be done with them?
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Post by agoodcuppa on Apr 19, 2006 19:00:40 GMT
There's no reason why not, surface stock fits under the bridges. Whether or not it is planned, someone closer will have to say.
Please remember if you're thinking of going to take photos, don't use flash.
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Post by Tomcakes on Apr 19, 2006 19:31:52 GMT
Out of interest will the track between Ealing Common and Rayners be done with the locos? For that matter, could it be done with them? Are they within the surface stock loading gauge? Though there are certain bridges which are a tight fit and weight could be an issue. |
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Deleted
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Post by Deleted on Apr 19, 2006 19:35:57 GMT
There's no reason why not, surface stock fits under the bridges. Whether or not it is planned, someone closer will have to say. I believe that a 66 is bigger than surface stock, and in any case they are going to be used for SSL track replacements |
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Deleted
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Post by Deleted on Apr 19, 2006 19:42:08 GMT
I suspect the Piccadilly route will be cleared for 66s at some point or another, as it would probably be deemed operationally useful to not only be able to insert 66s onto LU via Ruislip Depot, but to also allow the 66s access in order to collect engineering materials.
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Colin
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My preserved fire engine!
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Post by Colin on Apr 19, 2006 19:50:05 GMT
I'm sure i've seen this link before (must be getting rusty ;D ;D), anyway CLICK HERE - this should answer all the conspiracy theories with regard to the use of these locos. |
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Post by Deleted on Apr 19, 2006 20:36:50 GMT
The 66/7s (66718, 66719, 66720, 66721, 66722) went from Newport to Willesden last week, on headcode 0M06 (Newport Docks - Willesden TMC).
66720 and 66721 are broken already, and will be kept at Willesden for now, the other three are being run L/E up to Peterborough where they'll probably be working trains for GBRf until the tube contract kicks in.
Sam
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Post by Deleted on Apr 19, 2006 20:51:31 GMT
I suspect the Piccadilly route will be cleared for 66s at some point or another, as it would probably be deemed operationally useful to not only be able to insert 66s onto LU via Ruislip Depot, but to also allow the 66s access in order to collect engineering materials. Thats the whole point of using GBRF, all of the materials will come with the train, meaning that they will not need to keep going back to Ruislup, as they would if they used batteries. |
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Post by Deleted on Apr 19, 2006 21:58:12 GMT
Thats the whole point of using GBRF, all of the materials will come with the train, meaning that they will not need to keep going back to Ruislup, as they would if they used batteries. Oh, really? Interesting... |
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Post by agoodcuppa on Apr 19, 2006 23:27:54 GMT
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Ben
fotopic... whats that?
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Post by Ben on Apr 20, 2006 14:32:20 GMT
A pity they severd the link at stratford with the ex GER central line bits. IMHO why not just do everything that was built to surface stock gauge.
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Post by Deleted on Apr 20, 2006 14:35:16 GMT
There is the other link between Seven Kings and Newbury Park, which IIRC is actually relatively clear. An exchange connection could be made with the Ilford Depot Sidings to allow the 66s access to the Hainault loop.
Unfortunately for the Central Line such trains would not be permitted to run further west than Woodford, as there are a number of tube-gauge structures west of Snaresbrook.
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Post by Deleted on Apr 20, 2006 17:43:54 GMT
 There's a pic of them all on the way down to Willesden. That livery looks very very similar to the GBRf job...  Sam |
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Post by CSLR on Apr 20, 2006 17:57:57 GMT
Just noticed something about these locomotives. Unlike their battery predecessors, there is no door at the front of the cab.
That will be useful in an emergency where there is limited clearance! It also means that the driver cannot gain access to the rest of the train without climbing down onto the track first.
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Post by agoodcuppa on Apr 20, 2006 18:03:54 GMT
Just noticed something about these locomotives. Unlike their battery predecessors, there is no door at the front of the cab. That will be useful in an emergency where there is limited clearance! It also means that the driver cannot gain access to the rest of the train without climbing down onto the track first. A door in the front of the cab is only needed in single track tube tunnels. These locomotives will only be operating on open sections of the underground where there is plenty of room to get down from the cab.. |
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Post by Deleted on Apr 20, 2006 18:07:21 GMT
Just noticed something about these locomotives. Unlike their battery predecessors, there is no door at the front of the cab. That will be useful in an emergency where there is limited clearance! It also means that the driver cannot gain access to the rest of the train without climbing down onto the track first. These, however, unlike their battery predecessors, can haul up to 2000 tonnes on the flat... Sam |
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Post by CSLR on Apr 20, 2006 18:10:19 GMT
A door in the front of the cab is only needed in single track tube tunnels. Agreed for passenger trains, but all sorts of strange obstructions appear when engineering work is taking place. A front door can sometimes be quite useful. I thought these were going to be used on SSLs as well? |
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Colin
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Post by Colin on Apr 20, 2006 18:57:35 GMT
I thought these were going to be used on SSLs as well? You seem to mis-understand the definition of SSL. SSL lines are: Circle District East London Hammersmith & City Metropolitan These loco's will only work in the open sections of those lines - which narrows it down to basically the District & Met. There are parts of the Picc (Hammersmith - Acton) which are maintained as part of the SSL regime to complicate things - but the essential point is, the locos won't go anywhere near the tunnel sections. |
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Post by CSLR on Apr 20, 2006 20:30:15 GMT
You seem to mis-understand the definition of SSL. SSL lines are: Circle District East London Hammersmith & City Metropolitan These loco's will only work in the open sections of those lines - which narrows it down to basically the District & Met. There are parts of the Picc (Hammersmith - Acton) which are maintained as part of the SSL regime to complicate things - but the essential point is, the locos won't go anywhere near the tunnel sections. No, I most certainly do not misunderstand the definition of SSL. What I did misunderstand was the sections of those lines that they were planned to work on. I took some previous comments to mean that there were plans to work these locomotives through SSL tunnels in much the same way as the steam locomotives had done. If that is not the case, I appreciate that there will be quite large sections that they cannot cover either because these parts of the system are in tunnels or are accessed through them. In any event, I can now see why the design requirements may differ. |
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Post by Deleted on Apr 20, 2006 21:59:30 GMT
Unfortunately for the Central Line such trains would not be permitted to run further west than Woodford, as there are a number of tube-gauge structures west of Snaresbrook. That is why they have only selected SSL TRPs to use these locos on. On most tube lines there is one big problem why they cant use 66s, and thats something called "tube tunnels" |
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Post by stanmorek on Apr 20, 2006 22:54:25 GMT
It's said that 5 trips by these trains will do the same work as what 30 train movements by standard battery locos can achieve in a weekend. However, no one seems to have said what the impact will be on other works in a possession. Normally p-way maintenance, civils, drainage, etc have rode on the back of BTR possessions. Since Balfour Beatty are king and all eyes are on the track replacement programme others will be the first to get kicked out. Result is that everyone will be shifted onto more costly engineering hours or other possessions will have to made available causing more disruption.
A question, is Ruislip Depot even suitably equipped to load and unload a train of that length despite being the only LU depot to long welded rail plant?
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Post by mandgc on Apr 21, 2006 1:15:10 GMT
Sub Surface Lines-
One wonders if the Single Line Met tunnels between Baker Street and Finchley Road will take the new Locos ?
( These prevented original GN&C stock and some Main Line vehicles from passing)
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Ben
fotopic... whats that?
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Post by Ben on Apr 21, 2006 1:44:12 GMT
Sorry MA, maybe I wasn't clear enough back there. I only meant to refer to the sections of the central line that were origionally built by mainline railways and are in the open. Lol, I fully appreciate why a 66 wouldnt fit down a 'tube tunnel'!  However, I didnt know that the gauging west of snaresbrook had been reduced over time; I still thought that it would be like it was when BR stopped opperating, which was in retrospect a foolish assumption. |
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Post by Deleted on Apr 21, 2006 8:20:14 GMT
Unfortunately for the Central Line such trains would not be permitted to run further west than Woodford, as there are a number of tube-gauge structures west of Snaresbrook. That is why they have only selected SSL TRPs to use these locos on. On most tube lines there is one big problem why they cant use 66s, and thats something called "tube tunnels" [mild] There's no need to say that in that manner - I know full well that 66s and a cast-iron tube tunnel don't mix. [/mild] Nevertheless, if it were deemed operationally useful to reconnect the Hainault loop to NR and if the gauging could accomodate it, why not do it? |
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Post by Deleted on Apr 21, 2006 10:26:15 GMT
A question, is Ruislip Depot even suitably equipped to load and unload a train of that length despite being the only LU depot to long welded rail plant? Thats the point, i beleive the train is going to arrive with all neccessary materials meaning that trips to Ruislip are not needed. |
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Post by Tomcakes on Apr 25, 2006 21:34:55 GMT
"Class 66 locomotives have a maximum speed of 75 mph and slow speed control of 0-10mph to two decimal places. When operating on London Underground/Metronet infrastructure the GBRf trains will always be in possession and limited to a max speed of 15mph – this is because the Class 66 locos will not be fitted with LU train-borne safety devices (tripcocks) and because of the increased length of trains (up to 430m) and the interface with LU infrastructure which is designed to accommodate a maximum train length of 137m."
(from the Metronet website)
One can imagine the fun they'll have getting from, say, Amersham to Preston Road at 15mph all the way...
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Oracle
In memoriam
RIP 2012
Writing is such sweet sorrow: like heck it is!
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Post by Oracle on May 16, 2006 21:48:24 GMT
May I please butt in here? Theyt were using at Appleby at the end of March right next to the campsite we were staying at and I was amazed that they could crawl along at 15 mph or less it seemed even on steep gradients with Pway trains. However, does anyone remember when LT nearly bought some ex-BR Class 25s for infrastructure work? It was mentioned in Underground News and a photo was published of a loaned 25 coming off the Uxbridge branch towards Harrow. Reputedly BR wanted too much for the poor things although word had it that they were 'tired' and thus not worth it!
Should be fun seeing a '66 at Upminster coming off the branch!
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Post by Deleted on May 18, 2006 1:50:31 GMT
I think the lack of tripcock fitment to the GBRf 66s is stupid. It's not like fitting tripcocks would make them unusable on NR metals, as there is precedent for such already...
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Post by stanmorek on Jul 14, 2006 21:50:32 GMT
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Post by Tubeboy on Jul 15, 2006 17:21:15 GMT
While waiting to be fully deployed on lu, the metronet "66s" are doing charter trains. 66722 hauled a railtour to Barrow Hill on 10th June.
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