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Post by stapler on Jul 29, 2016 20:58:11 GMT
Patrickb, this is politics, not engineering.....
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WTT69
Jul 28, 2016 16:14:43 GMT
Post by stapler on Jul 28, 2016 16:14:43 GMT
I see we now have a greater number of M-F a.m. services starting (turning) at Debden or Loughton, presumably to relieve overcrowding between there and Leytonstone, and also three Sunday morning trains starting from Woodford sidings and entering public service at South Woodford (shades of steam days when this happened between Loughton carriage sidings and Buckhurst Hill). There is a note that to facilitate train upgrades, one fewer train is in service, gained by turning some EB Debden terminators at Loughton
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Post by stapler on Jul 28, 2016 12:18:45 GMT
Would they not go ahead with the Central Line alone if need be, just to make a point?
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Post by stapler on Jul 28, 2016 7:35:07 GMT
That's the one. The Nat West tower is about the only thing in that pic now extant, I guess, although the building at right may have been incorporated in the new development
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Post by stapler on Jul 27, 2016 21:47:57 GMT
Broad Street wasn't exactly a large station when it closed. It was only 3 platforms by that time and I have a feeling one of those was out of use. It was a great station sadly come to almost nothing, just like when Liverpool Central HL had only the Gateacre service left! Birkenhead Woodside was another ghost. The last time I used Broad Street (on a 313) it was only one platform, and that was some sort of temporary structure outside of the previous station platforms.It may have been wooden although I wasn't that keen to check as it was chucking it down on the long miserable walk to Liverpool Street. WK2000, that was Worship Street temporary station. They provided it to allow works for Broadgate to start before the Graham Rd curve was provided so allowing NL trains to enter Liverpool St. There was an official closure notice for Broad St-Worship St, of which I have a copy somewhere..... I expect someone on here can quote exact dates!
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Post by stapler on Jul 27, 2016 10:30:47 GMT
Train software? Surely software can be upgraded? (and frequently is, as systems change...)
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Post by stapler on Jul 27, 2016 8:14:06 GMT
apparently class 378's can't be extended to 6 car anyway. The only option now is to increase the frequency. DC will be going to a 15 min service once all the class 710's have arrived then the class 378 will head upstairs to the NLL/WLL to increase their services. Think I've heard that before, but why not?
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Post by stapler on Jul 27, 2016 7:06:29 GMT
Or six-car, judging by the level of crowding on Camden Rd-Stratford.
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Post by stapler on Jul 26, 2016 21:18:07 GMT
Broad Street wasn't exactly a large station when it closed. It was only 3 platforms by that time and I have a feeling one of those was out of use. It was a great station sadly come to almost nothing, just like when Liverpool Central HL had only the Gateacre service left! Birkenhead Woodside was another ghost.
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Post by stapler on Jul 25, 2016 6:53:00 GMT
One at Loughton on the site of the old station, so post 1940. The GER was a pioneer in this; Gidea Park station being one of the first concrete block structures (1910).
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Post by stapler on Jul 23, 2016 21:40:19 GMT
AFAIK from someone affected, there were no replacement buses on the "main line" but a shuttle from plats 1 and 2 at Leytonstone; dealys about 15 mins
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Post by stapler on Jul 23, 2016 6:48:53 GMT
Is this in addition to, or instead of, the Sudbury branch?
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Post by stapler on Jul 22, 2016 7:28:34 GMT
And the up platform at Woodford
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Post by stapler on Jul 21, 2016 21:26:55 GMT
Anyone know if the work is on schedule so far?
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Post by stapler on Jul 17, 2016 11:39:00 GMT
Ah, I'd forgotten the howling, but of course Countryman is right. It was specially bad entering the old Chelmsford bus station, AIRI. As for the Rexine, I think it was more like wallpaper, or perhaps the panels just vibrated more than on an RM?
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Post by stapler on Jul 17, 2016 7:15:07 GMT
The Lodekkas used on the 251/351 were a considerably more modern design than the RT and hence a bit more refined. I frequently used them in the early 70s from Walthamstow to Chelmsford along the then unimproved A12 - a very tedious journey, with a 5-minute loo break in Brentwood High St. To my mind, they were more analogous with RMs. AIRI, the Lodekkas had only painted metal panels on the interior, whereas the RMs were "padded" with Rexine, so the noise was greater on the Bristols.
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Post by stapler on Jul 13, 2016 11:13:32 GMT
Yes, my security settings disable the pics unfortunately. Where is the item located and what's it made of?
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Post by stapler on Jul 13, 2016 7:08:37 GMT
SPS there was a discussion thread on passimeters here a couple of years ago. As I recall, York Rd was not operated as a true Passimeter, with locked wickets, in the 50s or later (the same as all the LNER London suburban Passimeters). Still less so the LT "passimeters" (as so styled by the staff at the time) which were just island booking offices.. You can get 2 for 1 entry to the Chappel museum with current Greater Anglia Days Out offers, by the way
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Post by stapler on Jul 12, 2016 21:54:52 GMT
Yes, and accessed from the GEML from the Colchester direction only
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Post by stapler on Jul 12, 2016 17:31:36 GMT
THC, will this be in passenger service?
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Post by stapler on Jul 8, 2016 6:55:09 GMT
So for 31 years, the D78s were running OPO in the open along heavily trafficked lines in The Essex and Surrey suburbs, conveying millions of passengers a week, without serious incident, but they would be a danger to the public ambling along some Welsh byway?
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Post by stapler on Jul 7, 2016 21:02:33 GMT
Certainly in the 38s, 59s and 62s the guard was more evident, riding in the last car and the front end of that carriage. In the C69s the rear cab was used, but for some reason that 5-year period had just escaped my memory....
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Post by stapler on Jul 7, 2016 7:18:52 GMT
Were guards ever used on the D78s? I just can't remember. If so, they must have used the rear cab, and must have gone in the stock's infancy. These trains must have been used in the open, with no guards, for millions of miles each!
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Post by stapler on Jul 4, 2016 7:01:15 GMT
The same must apply to NR stock. Having spent a few days riding around on now ageing class 321s, with guard operation on most, it was noticeable how slick the door light-on operation was compared with (say) LU 92TS...
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Post by stapler on Jul 2, 2016 12:58:17 GMT
The Dalston Jc-Broad St line of 1865 was similar, and this barely entered the City.
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Post by stapler on Jul 2, 2016 12:12:11 GMT
Certainly agree Roding Valley is a fortuitous survival, also perhaps Fairlop.You could argue that about the whole Loop;Hainault was closed for 22 years anyway. Any more reversing at Woodford with the present layout would be a disaster operationally....
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Post by stapler on Jul 2, 2016 7:16:57 GMT
If I read this correctly (and it's so full of acronyms and jargon I may not have) - there will be an end during the works to any through running at either end of the Loop. This at a time when large housing development is likely at Roding Valley and Chigwell (and perhaps Grange Hill as well). I assume to save the necessary stock this will also involve reductions in frequency on the Hainault Branch and through the centre..... As far as max 62mph running is concerned, strikes me that just reinstating the traget of 25 years ago is a bit tame. Is there some reason why 70mph could not be aimed at with the remotored, strengthened stock?
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Post by stapler on Jun 22, 2016 13:21:15 GMT
I don't think LU are compensated by HMG for Freedom Pass use. I think that is the responsibility of London local authorities
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Post by stapler on Jun 18, 2016 6:31:46 GMT
Rolling stock the bottleneck.. The slam door 305s used to disgorge at an amazing rate. Agree the 315s were designed for a less intensive age when traffic was reducing year on year. Has anyone noticed the increasing numbers using platforms 9-10; not just for alighting to interchange or go to Canary Wharf, but to travel into London?
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Post by stapler on Jun 17, 2016 20:52:54 GMT
The long dwell time at Stratford must be the result of 100 million people using the station pa. When a Shenfield disgorges, the 3 exits from the platform are intolerably congested already, and the platforms are too narrow - what's it going to be like with nearly 700ft long trains? Why is the country end subway not opened out as an exit to the street for passengers leaving the station? That would relieve things a bit
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