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Post by Chris M on Dec 2, 2022 14:08:56 GMT
TfL don't serve Hogwarts
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Post by Chris M on Dec 1, 2022 9:55:51 GMT
The image is not modified, so no clue versions are available, but it's quite a long way from Gidea Park.
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Post by Chris M on Nov 29, 2022 0:22:01 GMT
Location A: Crystal Palace - roof of building on platform 2 [Chris M] (click for a larger version) Location C: South Wimbledon - passage from escalators to southbound [Chris M] (click for a larger version) Link and odd one out: These are all in zones 3 & 4 except Abbey Road which is in zones 2 & 3
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Post by Chris M on Nov 27, 2022 14:30:20 GMT
Answer: Cambridge Heath - stairs from southbound to subway (click image for a larger version)
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Post by Chris M on Nov 26, 2022 7:33:41 GMT
Location B is not near the District line. The image is unmodified.
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Post by Chris M on Nov 26, 2022 7:31:31 GMT
A slightly late start today due to staff illness Question: (click image for a larger version)
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Post by Chris M on Nov 25, 2022 21:29:30 GMT
DMIs were installed inside of the 73 stock quite easily and this was over 20 years ago. Surprised to hear its so different on the 72s I believe that the 1973s are a significantly more modern stock than the 1972s (which are effectively just 1967s with manual driving). The simple DMIs were also installed on the 73s as part of a major refurb when multiple other aspects of the trains were being upgraded at the same time anyway so "easy" is a relative term.
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Post by Chris M on Nov 25, 2022 13:19:10 GMT
I remember reading somewhere (possibly elsewhere on this forum) that even getting basic DMIs to work on these trains was a massive job as they were never designed with anything even remotely similar in mind - there was only just enough power to run the saloon lighting, let alone multiple displays and the unit(s?) required to drive them. Getting anything like a modern LED to work would likely have required a lot more time and money (if it was even possible), neither of which could be justified for a fleet this old even if more of both were available.
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Post by Chris M on Nov 24, 2022 18:53:02 GMT
This 2015 post by North End has some figures for the Central line, but not for the sections either side of Stratford, suggesting that they are not among the steepest on the line. This 2017 thread is also worth a read, although it doesn't answer the question either. In a 2012 post mrfs42 estimated the gradients at Stratford to be about 1 in 31, and that thread also contains gradients (estimated and confirmed) for a few other points on the network In 2019 TfL refused a freedom of information request for gradients and speed limit data for the Central line. tubeprune notes on his website that (at least as of 2003) the steepest gradient on LU is 1 in 28 or 3.57% - between Bow Road and Bromley By Bow, District Line.
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Post by Chris M on Nov 24, 2022 8:14:07 GMT
Answer: Between Brockley and New Cross Gate - view south from Vesta Road [Chris M] (click for a larger version)
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Post by Chris M on Nov 23, 2022 11:24:16 GMT
In regards to trains not transitioning. So far this week when I've arrived at Liv St Mainline (on the scheduled 08:15 arrival) there has always been a CL345 in the platform which I can only assume had been diverted in, what's odd is that both times they've been on the board as Shenfield trains so I assume they wait at Liv St until they would normally be due back into Stratford? The scheduled arrivals into Liv St Mainline always run empty to depot. I can't remember where, but I have read that trains are being kept in the platform at Liverpool Street HL as a hot spare. Before through running these would typically stand by at Gas Factory Junction. Whether that is what you are seeing I don't know, but it's not impossible - although if they have a scheduled departure time this feels less likely.
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Post by Chris M on Nov 22, 2022 19:11:24 GMT
I used West Ealing's lifts the other day, they are modern and spacious so offer minimal impediment to those with mobility issues or luggage.
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Post by Chris M on Nov 22, 2022 19:09:51 GMT
It's only easy if the signalling and power supply arrangements, access to the depot (for trains and people), etc are uninterrupted and there is no work taking place on this stretch of the line. Given that no service along these lines is being run it seems most likely that the planners who are in possession of all the relevant information have concluded that it is not only not "easy" but also not practical.
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Post by Chris M on Nov 22, 2022 15:23:24 GMT
Inset: BA A350 - new plane [ londonstuff] (click for a larger version)
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Post by Chris M on Nov 22, 2022 1:16:52 GMT
Is it just me that is slightly irritated by diagram and two scrolling messages all scrolling at different speeds?
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Post by Chris M on Nov 19, 2022 22:11:16 GMT
Location D: Leytonstone - eastbound platform in January 2022 [Chris M] (click for a larger version)
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Post by Chris M on Nov 19, 2022 19:36:26 GMT
Answer: Between Brent Cross and Golders Green - bridge over Golders Green Crescent on 17 March 2016 (20 weeks after 26 October 2015) (click for a larger version)
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Post by Chris M on Nov 19, 2022 19:35:14 GMT
Location B: Abbey Road - replacement bus stop [Chris M] (click for a larger version)
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Post by Chris M on Nov 19, 2022 12:11:58 GMT
South Woodford is a long way from location A, Tooting Broadway is quite close to location C
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Post by Chris M on Nov 19, 2022 12:09:26 GMT
This is not London Overground infrastructure
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Post by Chris M on Nov 18, 2022 23:36:49 GMT
The 2021 social was advertised as starting at 2pm. The finishing time is a lot less easy to predict, but my memory of past events suggests some time between about 6pm and 11pm
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Post by Chris M on Nov 18, 2022 21:11:52 GMT
This location is not near Watford, does this help? (click for a larger version)
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Post by Chris M on Nov 17, 2022 13:55:01 GMT
You just have to find a station that has had a delivery recently. Each station gets a delivery of the map when it identifies that its stocks are getting low, then continues putting out that map until it has used all of its stock, when it orders more, etc. I presume each delivery is of a whole number of standard-size boxes, but how many maps are in each box and how many boxes are delivered each time I don't know (the latter may vary). So a quiet station that had a delivery just before a new map was issued will not have copies of the latest map for quite some time (possibly ever if it's a short-interval map), while stations that need more maps just after a printing will have the latest issue much sooner. I know of no way to predict which stations are which, beyond stations that serve large numbers of visitors to London being statistically more likely to give out more maps than average and stations that primarily serve commuters will be least likely to have the new maps.
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Post by Chris M on Nov 17, 2022 10:55:36 GMT
Answer: Between Canary Wharf (Crossrail) and Custom House - Limmo Shaft headhouse during evacuation excercise in February 2022 (click image for a larger version)
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Post by Chris M on Nov 17, 2022 10:55:08 GMT
The pot of money is both finite and significantly smaller than it was, so it has to prioritised somehow. While neither Debden nor Buckhurst Hill stations are great, someone who needs step-free access can use them and be reasonably near their destination. The same is not true if one's destination is in e.g. the Ruislip area.
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Post by Chris M on Nov 17, 2022 2:07:39 GMT
Just a single part question today (click for a larger version)
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Post by Chris M on Nov 17, 2022 2:06:55 GMT
Any takers?
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Post by Chris M on Nov 16, 2022 19:27:37 GMT
The reason step-free access has taken a bit of a back seat recently is mostly the budget issues, but also TfL has been running a consultation on which types of stations should be prioritised. The result (as noted in the article linked at the top of this thread) was a slight preference for adding step-free access in areas that don't have any rather than making other areas step-free hubs. If followed-through then that would deprioritise Loughton, being adjacent to both Debden and Buckhurst Hill.
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Post by Chris M on Nov 16, 2022 12:23:27 GMT
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Post by Chris M on Nov 15, 2022 21:16:50 GMT
The original plan for Terminal 5 was to build it where the cargo terminal now is, and the Piccadilly line loop was built so that a station could be added here (between the "Heathrow Loop" and "12/04/1986" labels on Carto Metro), trains would run Hatton Cross, T4, T5, T123. The location where they did build T5 though means that it is not possible for a single line approaching from the north or east (or southwest) to serve all three terminal areas. Any single line would need to arrive at T5 from the west, run east to Central and then turn southeast to serve T4 with the stations at the latter being approximately perpendicular to the present ones. It would though be possible (topographically at least) to continue to Feltham.
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